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Author: 


Massachusetts. 


Title: 


Report  of  the  Street 
Railway  Investigation 

Place: 

Boston 

Date: 

1918 


MASTER   NEGATIVE   # 


COLUMBIA  UNIVERSITY  LIBRARIES 
PRESERVATION  DIVISION 

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ORIGINAL  MATERIAL  AS  FILMED  ■    EXISTING  BIBLIOGRAPHIC  RECORD 


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Massachusetts.    Street  railway  investigation  commission. 

...  Report  of  the  Street  railway  investigation  commis- 
sion on  the  problems  relating  to  the  street  railways  of  the 
commonwealth.  Pursuant  to  chapter  129  of  the  Resolves 
of  1917.  February  1,  1918.  Boston,  Wright  &  Potter 
printing  co.,  state  printers,  1918. 

423  p.  incl.  tables,    plates,  fold,  maps,  fold,  plan,  diagrs.  (1  fold.)    23 
({General  court,  1918i     Senate.    tDoc]  300) 

At  head  of  title :  The  commonwealth  of  Massachusetts. 
Joseph  W.  Martin,  jr.,  chairman. 

1.  Street-railroads— Massachusetts.        i.  Martin,  Joseph  William,  1884- 
II.  Title. 


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Report  of  the  Street  Railway  Investigation 


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SENATE 


No.  300 


®l)e  (JTcmmontoealtl)  of  MaBBacljiiBtttQ. 


EEPORT 


OF  THE 


STREET  RAILWAY  INVESTIGATION  COMMISSION 


ON  THE 


PROBLEMS  RELATING 


TO  THE 


Street  Railways  of  the  Commonwealth. 


Pursuant  to  Chapter  129  op  the  Resolves  op  1917. 


February  1,   1918. 


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BOSTON: 
WRIGHT   &  POTTER  PRINTING  CO,    STATE  PRINTERS, 

32   DERNE  STREET. 
1918. 


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THE  STREET  RAILWAY  INYESTIGATION  COMMISSION. 


From  the  Senate. 

JOSEPH  W.  MARTIN,  Jr.,  Chairman. 
CHARLES  W.  ELDRIDGE, 
JAMES  L.  HARROP. 

From  the  House. 
JOHN  M.  GIBBS. 
GEORGE  M.  WORRALL. 
GEORGE  BUNTING. 
MARTIN  HAYS. 
JOHN  L.  DONOVAN. 
MICHAEL  J.  FITZ  GERALD. 


\A5\ntsS 


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From  the  Governor. 
W.  CAMERON  FORBES. 
GURDON  W.  GORDON. 


EDWARD  J.  DUNN,  Clerk. 

June  18  to  Nov.  30,  1917. 
JOHN  B.  BABCOCK,  3d,  Clerk. 
Dec.  1,  1917,  to  Feb.  1,  1918. 


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CONTENTS. 


Legislation,     •....,.,.  n 

Report  of  Commission,     ........  11 

Present  Condition  of  Massachusetts  Street  Railways,        ....  15 

Causes  Leading  up  to  the  Present  Situation, .20 

1.  Depreciation  in  the  Purchasing  Power  of  the  Nickel,         ...  21 

2.  The  Growth  of  the  Automobile  Business,          .....  24 

Privately  Owned  Autos !  24 

Jitneys, .25 

3.  Taxation  and  Highway  Maintenance  Requirements,          ...  26 

Property  Tax, .'          .'  26 

Corporate  Franchise  Tax,  ........  27 

Commutation  or  Excise  Tax,       .......  28 

Compensation  Tax  (Boston  Elevated),          ••...*  29 

Requirements  relative  to  Maintenance  and  Repair  of  Highways,     .  30 

4.  Improvements  in  Service,       .          .          .          .          .          ^          .     *     *  37 

5.  Non-paying  Lines, .39 

6.  Failure  to  Provide  for  Depreciation  and  Obsolescence,       ...  40 

7.  Lack  of  Co-operation  between  the  Street  Railways  and  the  Public,     .  45 
Conclusions,         ••......  4c 

Recommendations,        ••......  4g 

1.  Jitneys,         ••••......  4g 

2.  Autos  operated  by  Street  Railways, .49 

3.  Trolley  Freight, .49 

4.  Taxation  and  Highway  Maintenance,      .          .  aq 

0.  Alteration  of  Tracks  for  Improved  Equipment,          ....  49 

6.  Alteration  of  Location  in  Highways,         .....  50 

7.  Alteration  or  Construction  of  Bridges, 59 

8.  Service-at-cost  Plan, !          !  50 

Acknowledgments,        ........  54 

Dissenting  Statements,    ........                   *  56 

Dissenting  Reports !  56 

Appendices :  — 

Appendix  A.  —  Proposed  Legislation, qj 

1.  An  Act  relative  to  the  Powers  and  Duties  of  the  Public  Service  Com- 

mission,                 QJ 

2.  An  Act  permitting  Street  Railway  Companies  to  use  Motor  Vehicles,  67 

3.  An  Act  relating  to  Street  Railway  Companies  as  Common  Carriers,   .  68 

4.  An  Act  relative  to  the  Taxation  of  Street  Railway  Companies  and  the 

Repair  and  Maintenance  of  Public  Ways  and  Places  in  which 

Street  Railways  are  located,   ••.....  68 

5.  An  Act  relative  to  the  Alteration  of  Location  of  Tracks  to  provide  for 

Improved  Equipment,     .......  72 

6.  An  Act  relative  to  the  Alteration  of  Location  of  Street  Railway 

Tracks  in  Highways 74 

7.  An  Act  relative  to  the  Alteration  or  Construction  of  Bridges  upon 

which  Street  Railway  Tracks  are  located  or  are  to  be  located,       .  75 

8  a,  b,  c,  d.  Service-at-cost  Plans  submitted  to  this  Commission,    .          .  76 


if 

ii 


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hv 


6 


CONTENTS. 


V 


PAGE 

Appendix  B.  —  Inspection  Trip  of  Commission,     .....  100 

Appendix  C.  —  Statistics  relative  to  Massachusetts  Street  Railways,         .  119 
Appendix  D.  —  Trolley  Express,  Milk  and  Freight  Service  in  Massachu- 
setts,    ...........  182 

Appendix  E.  —  Municipal  Ownership  of  Street  Railways,        .         .         .  223 

In  United  States, 223 

In  Canada,       ...........  239 

Appendix  F.  —  Street   Railway   Conditions  in   the   United   States   and 

Canada,         ..........  251 

Appendix  G.  —  Street  Railway  Conditions  in  Foreign  Countries,     .         .  397 


ILLUSTRATIONS. 


Following  page 
16 


24 
32 
40 
44 

48 


Map  showing  Boston  Elevated  Lines 

Photograph  showing  Type  of  Horse  Car  in  Boston,  1888, 
Photograph  showing  Type  of  First  Double  Truck  Car  in  Boston,*  '.  '. 
Photograph  showing  Modern  Semi-convertible  Car,  .  .  .  .  ] 
Photograph  showing  Latest  Type  Easy  Access  and  Exit  Electric  Street  Car,  '. 
Photograph  showing  Cambridge-Dorchester  Tunnel  Car, 
Plate  I.,  showing  Gross  and  Net  Earnings,  Operating  Expenses  and  Divi- 
dends declared,  1890-1916, ^81 

Plate  II..  showing  Capital  Stock,  Funded  and  Unfunded  Debts  and  Grosi^ 

Liabilities,  1890-1916, jgj 

Plate  III.,  showing  Market  Value  of  Capital  Stock  as  ascertained  by  Tax 
Commissioner,  1906-17,         ......  ici 

Plate  IV.,  showing  Volume  of  Traffic,  1890-1916,        .  .  [         *  .181 

Map  showing  Trolley  Freight  Lines  in  Massachusetts,  .  .  .  192 

Map  showing  Bay  State  Trolley  Freight  Service,         ...*."         .*     200 
Map  of  San  Francisco  —  Municipal  Street  Railway,    ....*.'     224 

Map  of  Seattle  —  Municipal  Street  Railway,      ...!.*'     232 
Map  of  Street  Railways  in  Massachusetts,  .....**     423 


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®l)c  (Hommonrocoltl)  of  iHa00acl)U0ctts. 


4 


LEGISLATION. 


Chapter  129  of  the  Resolves  of  1917. 

Resolve  to  provide  for  an  Investigation  by  a  Special  Commission 
OF  Problems  relating  to  the  Street  Railways  of  the  Common- 
wealth. 

Resolved,  That  a  special  commission,  to  consist  of  three  members  of  the 
senate,  to  be  appointed  by  the  president,  six  members  of  the  house  of 
representatives,  to  be  appointed  by  fhe  speaker,  and  two  persons,  not 
members  of  the  general  court,  to  be  appointed  by  the  governor  with  the 
advice  and  consent  of  the  council,  shall  sit  during  the  recess  of  the  general 
court  to  investigate  and  study  the  various  problems  relating  to  the  control 
supervision,  regulation,  ownership,  operation,  taxation,  capitaHzation,' 
finance,  management  and  development  of  street  railways  in  this  common- 
wealth, and  to  the  powers,  duties  and  liabilities  of  street  railway  com- 
panies.   The  commission  shall  be  known  as  the  street  railway  investigation 
commission  and  shall  especially  consider  the  following  matters:   the  de- 
velopment of  street  railways  in  such  manner  as  to  provide  for  the  cheaper 
and  quicker  conveyance  of  food,  including  milk,  from  the  country  to  the 
city,  and  of  freight  to  and  from  the  various  raiboad  stations  and  wharves- 
the  construction  of  street  railways  in  parts  of  the  state  not  now  served  by 
street  railways  or  other  means  of  transportation;  the  use  of  motor  vehicles 
by  street  railway  cohipanies  as  feeders,  or  otherwise;  the  granting  of  au- 
thority to  cities  and  towns  to  invest  in  the  securities  of  street  railway  com- 
panies, or  otherwise  to  render  financial  assistance  to  such  companies;  the 
ownership  or  operation  of  street  railways  by  the  commonwealth,  or  by  cities 
and  towns;  amendments  of  the  law  relative  to  the  obhgations  of  street 
railway  companies  in  respect  to  the  paving  of  streets  and  the  maintenance 
and  repair  of  ways  and  bridges  in  or  on  which  street  railways  are  operated- 
the  sale  of  commutation  tickets  for  transportation  by  street  railways;  and 
the  taxation  of  street  railway  companies.   The  commission  hereby  provided 
for  shall  be  furnished  with  a  room  in  the  state  house,  and  shall  have  the 
services  of  a  clerk.    The  commission  shall  give  such  public  hearings,  and 
in  such  places,  as  it  may  deem  expedient,  may  administer  oaths,  may 
require  the  attendance  of  witnesses  and  the  production  of  books  and  docu- 
ments, may  be  allowed  such  sums  for  expenses  necessarily  incurred  and 
shall  receive  such  compensation  as  shall  be  approved  by  the  governor  and 
council.    The  commission  shall  report  to  the  next  general  court,  not  later 
than  the  second  Wednesday  in  January,  with  drafts  of  such  legislation  as 
It  may  deem  expedient.    [Approved  May  25,  1917, 


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EEPOET 


OF  THE 


STREET  RAILWAY  INVESTIGATION  COMMISSION 


ON  THE 


STKEET  EAILWAYS  OF  THE  COMMONWEALTH. 


The  Street  Railway  Investigation  Commission,  appointed 
under  chapter  129  of  the  Resolves  of  the  year  1917,  has  the 
honor  to  submit  herewith  its  report. 

The  purpose  for  which  this  Commission  was  created  may  be 
outHned  as  follows :  — 

To  investigate  and  s'tudy  the  various  problems  relating  to  the  control, 
supervision,  regulation,   ownership,   operation,   taxation,   capitalization' 
finance,  management  and  development  of  street  railways  in  this  Common- 
wealth, and  to  the  powers,  duties  and  liabilities  of  street  railway  companies. 
The  Commission  shall  be  known  as  the  Street  Railway  Investigation  Com- 
mission, and  shall  especially  consider  the  following  matters:  the  develop- 
ment of  street  railways  in  such  manner  as  to  provide  for  the  cheaper  and 
quicker  conveyance  of  food,  including  milk,  from  the  country  to  the  city, 
and  of  freight  to  and  from  the  various  railroad  stations  and  wharves;  the 
construction  of  street  railways  in  parts  of  the  State  not  now  served  by 
street  railways  or  other  means  of  transportation;   the  use  of  motor  ve- 
hicles by  street  railway  companies  as  feeders,  or  otherwise;  the  granting 
of  authority  to  cities  and  towns  to  invest  in  the  securities  of  street  railway 
companies,  or  otherwise  to  render  financial  assistance  to  such  companies; 
the  ownership  or  operation  of  street  railways  by  the  Commonwealth,  or 
by  cities  and  towns;  amendments  of  the  law  relative  to  the  obligations 
of  street  railway  companies  in  respect  to  the  paving  of  streets  and  the 
mamtenance  and  repair  of  ways  and  bridges  in  or  on  which  street  railways 
are  operated;  the  sale  of  commutation  tickets  for  transportation  by  street 
railways;  and  the  taxation  of  street  railway  companies. 

In  pursuance  of  the  resolve,  on  May  25,  1917,  the  President 
of  the  Senate  named  as  members  of  the  Commission  from  the 
Senate  Hon.  Joseph  W.  Martin,  Jr.,  of  North  Attleborough, 
Hon.  Charles  W.  Eldridge  of  Somerville,  and  Hon.  James  L. 
Harrop  of  Worcester;   and  the  Speaker  of  the  House  of  Repre- 


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12 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


sentatives  on  the  same  date  named  as  members  of  the  Com- 
mission from  the  House  Representatives  John  M.  Gibbs  of 
Waltham,  George  M.  Worrall  of  Attleboro,  George  Bunting  of 
Methuen,  Martin  Hays  of  Boston,  John  L.  Donovan  of  Boston 
and  Michael  J.  Fitzgerald  of  Northampton.  On  June  13  His 
Excellency  the  Governor  of  Massachusetts  appointed  Messrs. 
W.  Cameron  Forbes  of  Norwood  and  Gurdon  W.  Gordon  of 
Springfield  members  of  the  Commission. 

The  Commission  organized  on  June  18,  1917;  Senator  Joseph 
W.  Martin,  Jr.,  of  North  Attleborough  was  elected  chairman; 
Edward  J.  Dunn  of  Boston  was  elected  clerk. 

The  Commission  at  its  first  meeting  decided  on  a  program  of 
public  hearings.  Since  the  entire  street  railway  situation  in  the 
State  was  to  be  considered,  it  was  thought  best  to  hold  hearings 
in  several  of  the  principal  cities  of  the  Commonwealth. 

The  first  seven  public  hearings  were  held  at  Boston  between 
July  10  and  Sept.  19,  1917.  On  September  26  a  pubHc  hearing 
was  held  in  City  Hall,  Fall  River;  on  September  27  at  City 
Hall,  Lawrence;  on  October  2  at  City  Hall,  Pittsfield;  on 
October  3  at  the  Administration  Building,  Springfield;  and  on 
October  4  at  City  Hall,  Worcester. 

Following  those  held  in  the  above  cities  eight  more  hearings 
were  held  in  Boston,  the  last  one  being  on  Dec.  6,  1917.  Thus, 
twenty  public  hearings  were  held  by  this  Commission,  extending 
over  a  period  of  nearly  six  months;  fifteen  of  these  hearings 
were  held  in  Boston  and  five  in  other  cities  throughout  the 
State. 

Letters  were  sent  to  the  various  mayors  and  boards  of  select- 
men, boards  of  trade,  granges  and  local  organizations  of  the 
Amalgamated  Association  of  Street  and  Electric  Railway  Em- 
ployees of  America.  The  Commission  urged  these  organizations 
to  study  carefully  the  resolve  under  which  the  Commission  was 
working,  and  invited  the  co-operation  of  such  organizations. 
The  Commission  suggested  that  the  problem  be  studied  in  all 
its  aspects,  so  that  the  representatives  of  these  organizations 
might  appear  before  the  Commission  with  such  recommenda- 
tions as  they  deemed  expedient. 

In  addition  to  the  letters  of  the  Commission,  hearing  notices 
were  sent  to  the  proper  representatives  of  the  above  organiza- 


1918.] 


SENATE  —  No.  300. 


13 


I 


tions,  keeping  them  posted  as  to  the  date  and  places  at  which 
the  hearings  were  to  be  held. 

The  presidents  of  the  Massachusetts  street  railways  received 
a  letter  from  the  Commission  stating  that  the  Commission  ex- 
pected them  to  submit  their  views  as  to  the  solution  of  the 
street  railway  problems  which  confronted  the  Commonwealth. 

More  than  150  persons  addressed  the  Commission  at  the  pub- 
lic hearings.    Nearly  all  of  the  street  railways  in  Massachusetts 
were  represented  by  their  presidents  or  other  official  representa- 
tives.   Many  of  the  cities  and  towns  throughout  the  State  sent 
officials  to  represent  them  at  these  hearings  and  to  present  their 
views  to  the  Commission.     Some  of  the  speakers  representing 
the  municipalities  requested  permission  to  address  the  Commis- 
sion after  the  street  railways  had  stated  their  case,  and  w^ere 
allowed  to  do  so.     In  addition  to  the  street  railways  and  the 
municipalities  the  Com.mission  was  addressed  by  persons  repre- 
senting certain  of  the  boards  of  trade,  granges  and  labor  organi- 
zations in  the  State.    Bankers,  trustees  and  others  appeared  be- 
fore the  Commission,  representing  the  viewpoint  of  the  investors 
in  street  railway  securities.    Other  persons  individually  brought 
to  the  attention  of  the  Commission  matters  which  they  con- 
sidered would  aid  in  the  solution  of  the  problem  confronting  the 
street  railways. 

In  addition  to  holding  the  public  hearings  the  Commission  in- 
vited the  representatives  of  cities  and  towns,  organizations  and 
street  railways  to  send  written  communications  explaining  their 
views  on  the  matters  under  consideration. 

It  seemed  wise  to  the  Commission  to  look  at  the  street  rail- 
way problem  from  as  broad  a  viewpoint  as  possible,  and  for 
this  reason  an  endeavor  has  been  made  to  collect  considerable 
information  concerning  street  railway  conditions  in  the  United 
States  and  Canada,  and  to  some  extent  in  South  America  and 
in  European  countries.  Appendix  G  contains  information  rela- 
tive to  street  railway  conditions  in  foreign  countries. 

A  questionnaire  was  sent  to  the  public  service  or  other  com- 
mission concerned  with  railway  regulation  in  every  State,  and 
in  each  Province  in  Canada.  This  questionnaire  sought  in- 
formation pertaining  to  franchises,  taxation,  trolley  freight,  pub- 
lic ownership,  rate  regulation,  capitalization  and  similar  matters. 


IT 
11 


f  I 


IMift: 


I' 


u. 


i 


14 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


The  information  received  in  answer  to  these  questions  will  be 
found  in  Appendix  F  of  this  report,  which  deals  with  street  rail- 
way conditions  throughout  the  United  States  and  Canada. 

A  similar  series  of  questions  was  sent  to  1,000  cities  and 
towns  in  the  United  States  requesting  information  of  the  same 
general  character.  This  list  included  all  of  the  larger  cities  in 
the  United  States,  together  with  many  of  the  smaller  cities  and 
towns  picked  at  random.  In  Appendix  F  there  will  be  found 
fairly  complete  information  concerning  the  20  largest  cities  in 
the  United  States.  The  data  from  all  the  cities  and  towns  from 
which  replies  were  received  has  been  tabulated  in  such  a  man- 
ner that  the  answer  to  a  particular  question  from  any  city  or 
town  may  readily  be  noted. 

While  the  information  sent  in  by  the  various  cities  and  towns 
and  Public  Service  Commissions  was  found  to  be  of  much  value, 
the  Commission  also  desired  to  visit  certain  of  the  cities  in  the 
United  States  and  Canada,  in  order  to  obtain  first-hand  in- 
formation by  a  discussion  of  the  conditions  in  those  cities  with 
the  representatives  of  the  city  and  the  railway  officials.  Ac- 
cordingly, with  the  consent  of  the  Governor  and  Council,  the 
Commission  inspected  the  street  railway  systems  of  New  York, 
Philadelphia,  Cleveland,  Columbus,  Chicago,  Milwaukee  and 
Detroit  in  this  country,  and  Toronto  and  Montreal  in  Canada. 
A  brief  account  of  the  inspections  made  in  these  cities  is  in- 
cluded in  Appendix  B  of  this  report. 

Letters  were  sent  to  the  cities  and  towns  in  both  the  United 
States  and  Canada  owning  or  operating  their  own  street  rail- 
ways. Information  contained  in  the  answers  to  these  letters, 
together  with  much  information  collected  from  other  sources, 
has  been  compiled  under  "Municipal  Ownership''  in  Appendix 
E  of  this  report.  Owing  to  the  present  conditions  in  Europe  it 
was  deemed  inexpedient  to  attempt  to  collect  information  di- 
rectly from  the  various  foreign  cities  relative  to  the  street  rail- 
way conditions.  The  information  compiled,  therefore,  relative 
to  foreign  conditions  has  been  obtained  from  the  various  li- 
braries in  Boston.  Considerable  information  has  been  obtained 
at  the  State  and  Boston  Public  Libraries,  the  library  of  the  Pub- 
lic Service  Commission,  the  Boston  Elevated  library  and  the 
libraries  of  the  Massachusetts  Institute  of  Technology  and  of 
Harvard  University. 


V 


1918.] 


SENATE  —  No.  300. 


15 


One  of  the  problems  which  this  Commission  was  asked  to 
study  was  the  development  of  street  railways  in  such  manner  as 
to  provide  for  the  cheaper  and  quicker  conveyance  of  food,  in- 
cluding milk,  from  the  country  to  the  city,  and  of  freight  to  and 
from  the  various  railroad  stations  and  wharves.    A  considerable 
amount  of  information  was,  therefore,  collected  showing  the 
present  conditions  in  this  State  relative  to  trolley  freight.     In 
this  connection  particular  attention  was  paid  to  the  co-ordina- 
tion of  lines  with  respect  to  street  railway  interchange  points, 
and  connections  between  street  railways  and  steam  railroad 
lines.    This  information  has  been  compiled  mainly  from  replies 
of  street  railways  to  a  questionnaire  sent  out  by  the  Commis- 
sion bearing  on  this  subject.    A  letter  was  also  sent  to  certain 
of  the  dairy  farmers  in  Massachusetts  requesting  information 
as  to  conditions  pertaining  to  the  transportation  of  milk  by  the 
street  railway  companies.     A  detailed  account  of  the  trolley, 
express,  milk  and  freight  service  maintained  in  Massachusetts 
will  be  found  in  Appendix  D. 

Appendix  C  of  this  report  contains  a  compilation  of  statistics 
relative  to  Massachusetts  street  railways.  These  statistics  give 
much  data  concerning  the  growth,  operating  results,  capitaliza- 
tion, taxes,  etc.,  with  comparative  figures  in  some  cases  for 
railways  outside  of  Massachusetts. 

Present  Condition  of  Massachusetts  Street  Railways. 
The  situation  facing  the  street  railways  in  Massachusetts  at 
the  present  time  is  critical  and  most  unsatisfactory  both  -to  the 
street  railways  and  to  the  public.  The  public  is  not  receiving 
the  service  to  which  it  is  entitled,  and  the  investors  in  street 
railway  securities  are  not  receiving  a  return  commensurate  with 
the  investments  which  they  have  made.  The  financial  diffi- 
culties in  which  the  street  railways  find  themselves  may  be  at- 
tributed to  several  factors.  Some  of  these  are  directly  traceable 
to  the  war,  but  there  are  still  other  and  probably  greater  fac- 
tors, not  likely  to  be  temporary  in  their  nature,  requiring  con- 
sideration and  probably  remedial  legislation. 

The  result  of  the  hearings  and  other  investigations  carried  on 
by  this  Commission  has  brought  forth  the  fact  that  the  invest- 
ing public  has  largely  lost  confidence  in  street  railway  securities. 


\  ■ 


Iff 


i  *< 


I  if' 


f  i 


16 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


It  is  evident  that  the  street  railways  of  Massachusetts  are  not 
prosperous,  except  perhaps  in  a  few  isolated  cases.  The  follow- 
ing comparative  figures  of  the  financial  statistics  of  the  Massa- 
chusetts street  railways  as  a  whole  will  illustrate  this. 

For  the  year  ending  June  30,  1911,  the  gross  earnings  were 
$35,000,000,  the  operating  expenses  $23,000,000,  the  net  earn- 
ings before  payment  of  taxes  and  fixed  charges,  $12,000,000, 
and  the  dividends  declared  amounted  to  $4,750,000,  an  average 
ratio  of  dividends  to  capital  stock  of  5|  per  cent.    For  the  year 
ending   June   30,    1916,   the   gross   earnings   had   increased    to 
nearly  $41,500,000,  an  increase  of  18|  per  cent,  since  1911.    The 
operating  expenses  had  reached  $29,000,000,  representing  an 
increase  of  26  per  cent.    The  net  earnings  remained  the  same, 
namely,  $12,000,000  for  1916.     The  dividends  declared  were 
$4,000,000,  representing  an  actual  decrease  in  dividends,  since 
1911,  of  $750,000.     The  average  ratio  of  dividends  to  capital 
stock  for  1916  was  slightly  below  4  per  cent.     In  this  same 
period  (1911  to  1916)  the  gross  liabilities  had  increased  from 
$192,000,000  to  more  than  $226,000,000,  an  increase  of  over  18 
per  cent.     The  capital  stock  increased  during  this  period  from 
$86,500,r''>  to  $102,500,000,  an  increase  of  18  per  cent.     As 
noted  above,  the  dividends  in  1916  were,  however,  actually  less 
by  nearly  $750,000  than  those  declared  in  1911,  showing  a  drop 
in  the  average  ratio  of  dividends  to  capital  stock  from  5^  to 
4  per  cent.     Further  illustrations  could  be  given,  but  it  seems 
unnecessary  to  show  them  here,  since  this  actual  decrease  of 
$750,000  in  dividends  declared  during  a  six-year  period  when 
the  capital  stock  had  increased  by  $16,000,000  proves  the  case. 
During  the  calendar  year  of  1917  the  Boston  Elevated  had  a 
gross  revenue  of  $19,700,000,  an  increase  of  $400,000  over  the 
preceding  year.    The  operating  expenses,  however,  increased  at 
a  faster  rate  than  the  gross  earnings,  the  result  being  that  the 
1917  net  earnings  were  less  than  those  of  1916.    As  a  result  the 
dividends  paid  in  1917  amounted  to  3|  per  cent,  on  a  capital 
stock  of  $23,789,400,  whereas  in  1916  the  road  earned  about 
4.9  per  cent,  on  its  capital  stock. 

The  manner  in  which  street  railway  securities  have  become 
regarded  by  investors  is  shown  by  the  market  price  of  the  stock. 
In  1911  the  stock  of  the  Boston  Elevated  Railway  ranged  from 


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1918.] 


SENATE  —  No.  300. 


17 


103|  to  124§,  and  in  the  summer  of  1917  it  stood  at  61.  West 
End  preferred,  having  a  par  value  of  $50  a  share,  and  a  guar- 
anteed dividend,  ranged  from  100  to  105  in  1911,  and  was 
quoted  at  63  in  July,  1917.  Springfield  Railway  Company  pre- 
ferred, which  was  quoted  at  93  to  96  in  1911,  was  quoted  at 
54 J  on  April  25,  1917.  During  the  past  six  months  the  stocks 
have  receded  still  further,  the  Boston  Elevated  touching  the  low 
point  of  27  in  December,  and  the  West  End  preferred  going  as 
low  as  45  in  the  same  month.  The  Commission  has  stated 
earlier  in  this  report  that  prevailing  war  conditions  have  had 
their  effect  on  the  present  outlook  of  the  street  railways,  and  it 
is  true  that  the  extremely  low  quotations  mentioned  for  Decem- 
ber, 1917,  are  partly  due  to  war  conditions.  These  war-time 
prices  do  not  fairly  represent  the  value  of  the  properties  con- 
cerned. The  marked  depreciation  in  the  securities  extending 
over  the  six-year  period  from  1911  to  1917  is,  however,  signifi- 
cant, and  proves  that  these  street  railway  securities  are  now  in 
disfavor.  Consequently  the  street  railways  are  in  no  position  to 
raise  additional  capital,  no  matter  how  urgently  needed. 

Under  Massachusetts  laws  capital  stock  cannot  be  issued  for 
less  than  the  par  value  paid  in  in  cash.  As  the  stock  of  most 
of  the  roads  is  selling  for  less  than  par,  no  further  money  can  be 
raised  by  the  sale  of  stock. 

Under  Massachusetts  laws,  again,  the  total  amount  of  bonds 
which  may  be  issued  can  in  no  case  exceed  the  amount  of  capi- 
tal stock  and  premiums  paid  in.  A  study  of  the  balance  sheets 
of  the  various  companies  will  show  that  substantially  all  of 
them  have  issued  their  maximum.  It  is  unsound  financially, 
and  also  almost  impossible  as  a  matter  of  practice,  to  borrow  on 
short-time  notes  or  at  the  banks. 

Thus  the  street  railways  are  unable  to  undertake  improve- 
ments, extensions  and  the  purchase  of  modern  equipment.  The 
public  demands  additional  facilities,  modern  and  up-to-date 
equipment,  and  the  increase  in  our  population  requires  a  pro- 
portionate growth  in  the  mileage  and  equipment  of  our  street 
railways.  The  street  railways  in  Massachusetts  have  increased 
their  gross  investment  from  $95,000,000  in  1900  to  $145,000,000 
in  1905,  to  $192,000,000  in  1911,  and  finally  to  nearly  $227,000,- 
000  in  1916.    The  problem  is  not  merely  a  question  of  placing 


18 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


19 


It 


the  roads  in  such  a  position  that  they  can  meet  current  ex- 
penses; they  must  also  be  in  such  financial  condition  that  they 
can  add  to  their  investment  a  sum  of  from  $7,000,000  to 
$10,000,000  annually.  Only  by  this  increase  in  money  invested 
can  the  companies  hope  to  meet  the  ever-growing  demands  for 
increased,  quicker  and  more  comfortable  transportation  facili- 
ties. Money  for  these  purposes  can  be  derived  from  two 
sources,  —  viz.,  by  additional  capital  or  from  net  earnings.  In 
the  latter  case  these  improvements  will  be  made  from  net  earn- 
ings only  when  a  surplus  remains  after  the  payment  of  reason- 
able dividends.  Were  the  security  owners  to  be  deprived  of  all 
return  on  their  capital  in  order  to  provide  for  extensions  the 
result  would  be  to  place  the  street  railway  securities  in  such  a 
position  that  no  new  issues  could  be  floated. 

The  transportation  lines  in  the  vicinity  of  Boston  form  a  large 
proportion  of  the  Massachusetts  street  railways,  as  is  shown  by 
the  fact  that  the  gross  earnings  of  the  Boston  Elevated,  includ- 
ing its  leased  lines,  for  the  year  ending  June  30,  1916,  was 
$18,687,000  out  of  a  total  for  the  State  of  $41,479,000.  In  the 
calendar  year  of  1917  the  gross  earnings  of  the  Boston  Elevated 
amounted  to  nearly  $20,000,000.  Thus  the  gross  revenue  of  the 
Boston  Elevated  lines  represents  45  per  cent,  of  the  gross  rev- 
enue of  the  entire  38  street  railways  operating  throughout  the 
State.  Boston  formerly  occupied  a  unique  but  fortunate  posi- 
tion as  compared  with  other  cities  in  the  United  States.  The 
statement  has  been  made,  and  this  Commission  believes  cor- 
rectly, that  Boston  is  the  only  large  city  in  the  country  which 
has  kept  its  transportation  facilities  abreast  of  the  increase  in 
population.  It  should  be  remembered  that  Boston  became  a 
pioneer  in  the  field  of  rapid  transit  service  when  it  opened  the 
Tremont  Street  subway.  If  at  times  it  has  seemed  that  Bos- 
ton's rapid  transit  facilities  have  not  been  laid  out  with  the 
greatest  efficiency,  or  the  lines  co-ordinated  sufficiently,  the 
fact  should  be  borne  in  mind,  first,  that  the  geographical  situa- 
tion here  constitutes  an  extremely  difficult  problem,  and  second, 
that  this  city  has  led,  while  others  have  merely  followed,  and 
thus  mistakes  incident  to  this  pioneer  work  of  rapid  transit 
development  were  undoubtedly  made. 

If,  therefore,  Massachusetts  still  desires  continuing  increased 


and  better  service,  the  street  railways  must  be  placed  in  a  posi- 
tion where  they  can  be  reasonably  expected  to  meet  the  urgent 
demands  of  the  present  and  the  future  generation. 

One  of  the  fundamental  diflBculties  which  confronts  the  whole 
street  railway  situation  is  the  fact  that  neither  the  street  rail- 
ways nor  the  public  have  recognized  the  fact  that  the  street 
railway  business  is  a  partnership  in  which  the  entire  community 
is  interested.  The  interest  of  the  public  is  derived  from  three 
principal  sources.  The  first,  and  the  one  which  reaches  the 
largest  public,  is  as  the  user  of  the  street  railway.  In  1916  al- 
most 800,000,000  passengers  were  carried  on  the  street  railways 
of  Massachusetts,  which  was  equivalent  to  more  than  200 
yearly  rides  per  inhabitant.  This  transportation  convenience  is 
so  universal  that  it  reaches  to  the  heart  of  our  entire  social  and 
economic  system,  and  is  so  important  that  it  can  be  put  down 
as  axiomatic  that  the  street  railway  service  must  be  maintained, 
must  be  extended  and  must  continue  to  improve. 

The  second  aspect  of  this  public  partnership  is  through  the 
ownership  of  street  railway  securities.  Thousands  of  residents 
of  this  Commonwealth  own  stocks  and  bonds  of  the  street  rail- 
ways. 'Millions  of  these  securities  are  purchased  by  savings 
banks,  insurance  companies  and  other  institutions,  and  the  value 
of  these  securities  thus  has  a  direct  bearing  on  the  property 
of  every  depositor  in  savings  banks  and  on  the  holders  of  insur- 
ance policies. 

The  third  aspect  is  that  of  the  owners  of  property  along  the 
lines  served  by  the  railway.  It  is  a  well-known  fact  that  real 
estate  served  by  adequate  street  railway  facilities  is  much  more 
readily  salable,  and  commands  a  higher  price,  than  real  estate 
not  so  served.  The  interest  of  the  property  holders  is  so  patent 
that  if  an  effort  is  made  to  tear  up  a  street  railway  and  sell  it  as 
junk,  the  owners  of  property  along  the  line  are  apt  to  band  to- 
gether to  save  the  railway,  and  the  towns  interested  generally 
take  vigorous  action  to  keep  the  railway  in  operation.  An  in- 
stance of  this  is  the  case  of  the  Swansea  &  Seekonk  Street  Rail- 
way. The  Providence  &  Fall  River  Street  Railway,  after  an 
unsuccessful  career,  was  finally  sold  at  auction.  Local  persons, 
however,  were  so  interested  in  the  continuance  of  this  line  as 
an  operating  property  that  they  repurchased  the  property  of 


i 


i    : 


•■;   V 


1 


20 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


this  railway,  and,  securing  new  charter  rights,  have  placed  the 
line  in  operation  within  the  last  month  or  two. 

The  Taunton  &  Pawtucket,  which  had  been  operated  by  a 
receiver,  was  sold  a  short  time  ago.  At  the  present  time  vigor- 
ous efforts  are  being  made  in  the  locality  formerly  served  by 
this  line  to  save  this  property  from  being  sold  as  junk,  so  that 
it  may  be  put  in  operation  again.  The  patrons  have  voluntarily 
paid  higher  fares  than  those  scheduled,  and  it  looks  as  though 
this  road  would  be  purchased  back  from  the  company  which 
had  intended  to  junk  it,  and  would  be  kept  in  operation  after 
all. 

Recently  certain  other  small  roads,  such  as  the  Norwood, 
Canton  &  Sharon,  the  Ware  &  Brookfield,  and  the  Nahant  & 
Lynn  have  threatened  to  cease  operations  entirely,  owing  to  the 
apparently  hopeless  problems  before  them.  The  Bay  State,  the 
largest  system,  so  far  as  mileage  is  concerned,  in  this  State,  and 
one  of  the  largest  systems  in  the  United  States,  has  just  been 
placed  in  the  hands  of  a  receiver. 

The  street  railway  problem  is,  therefore,  not  an  academic  one, 
but  is  eminently  practical.  Does  the  Commonwealth  wish  to 
have  its  street  railways  maintain,  extend  and  improve  their 
service?  If  so,  there  must  be  a  broadened  understanding  by  all 
concerned,  and  the  principle  that  the  public  and  the  street  rail- 
ways should  of  necessity  be  partners  for  the  common  weal  must 
be  kept  in  mind.  This  Commission  believes  that  only  through 
such  a  leavening  of  thought  can  equitable  legislation  be  pro- 
vided which  will  bring  the  street  railways  up  to  the  standards 
desired. 

Causes  leading  up  to  the  Present  Situation. 

As  a  result  of  its  investigation  this  Commission  believes  that 
the  following  causes  have  contributed  to  the  present  unsatis- 
factory situation  relative  to  the  street  railways  in  this  Common- 
wealth. No  attempt  has  been  made  to  give  these  causes  in  the 
order  of  their  importance,  since  the  individual  railways  are 
affected  in  varying  degrees  by  the  different  causes. 

1.  Depreciation  in  the  Purchasing  Power  of  the  Nickel. 

2.  Growth  of  the  Automobile  Business. 

3.  Taxation  and  Highway  Maintenance  Requirements. 


1918.] 


SENATE  —  No.  300. 


21 


4.  Improvement  of  Facilities. 

5.  Non-paying  Lines. 

6.  Failure  to  provide  for  Depreciation  and  Obsolescence. 

7.  Lack  of  Co-operation  between  the  Street  Railways  and  the  Public. 

1.  Depreciation  in  the  Purchasing  Power  of  the  Nickel, 
During  the  past  twenty  years  the  cost  of  labor  and  material 
has  risen  considerably.  The  "platform  expense,"  that  is,  the 
wages  paid  to  motormen  and  conductors,  has  risen  greatly  in 
this  period.  During  the  ten  years  from  1897  to  1907  the  hourly 
rates  increased  by  about  25  per  cent.;  in  the  next  period,  from 
1907  to  1917,  the  increase  was  from  30  to  50  per  cent.,  giving  a 
total  percentage  increase  for  the  twenty-year  period  from  1897 
to  1917  of  from  60  to  80  per  cent. 

During  the  ten  years  between  1897  and  1907  the  cost  of  coal 
increased  10  to  20  per  cent.,  and  from  1907  to  1917  it  has  in- 
creased in  many  cases  by  as  much  as  100  per  cent.  The  1917 
figures  for  the  cost  of  coal  should  be  taken  with  caution,  since 
they  are  due  to  war  conditions,  and  it  is  uncertain  to  what  ex- 
tent the  price  will  recede  when  normal  conditions  are  again 
reached.  The  cost  of  rails  increased  from  1897  to  1907  by  from 
30  to  50  per  cent.,  and  from  1907  to  1917  by  from  50  to  100 
per  cent,  in  many  cases.  Again,  the  war  prices  for  steel  do  not 
represent  permanent  conditions.  Other  material  used  in  con- 
nection with  tracks,  equipment,  power  plants,  etc.,  has  in- 
creased correspondingly. 

Twenty  years  ago  the  street  railway  outlook  appeared  prom- 
ising, and  promoters  were  anxious  to  build  electric  railways  in 
all  directions.  At  that  time  there  appeared  little  likelihood  of 
a  fare  higher  than  5  cents  ever  becoming  necessary.  For  this 
reason,  in  1897  the  Boston  Elevated  was  granted  its  charter  by 
the  State,  providing  that  it  should  not  charge  for  a  period  of 
twenty-five  years  from  that  date  a  fare  in  excess  of  5  cents. 
In  the  case  of  most  of  the  other  street  railways  the  fare  was  not 
limited  by  charter,  and  the  companies  could  in  a  general  way 
increase  fares  at  their  own  volition  until  1913.  Since  that  time 
the  Public  Service  Commission  has  had  control  over  street 
railway  fares. 

In  the  hearings  before  this  Commission  the  representatives  of 
the  street  railways  stated  that  they  believed  that  the  present 


1 

I 


t 


\ 


ri 


22 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


method  of  rate  regulation  by  the  Public  Service  Commission 
was  not  satisfactory.  Under  the  Railroad  Commission  the  rail- 
ways were  allowed  to  establish  their  own  rates,  subject,  to  some 
extent,  to  the  regulation  of  the  Railroad  Commission.  From 
1871  to  1898  the  commission  could,  upon  petition,  revise  and 
regulate  fares  established  by  the  company,  with  the  limitation, 
however,  that  the  fares  should  not,  without  the  consent  of  the 
company,  "be  so  reduced  as  to  yield  ...  an  income  of  less 
than  10  per  cent,  upon  the  actual  cost  of  the  construction  of 
its  roads  and  the  purchase  of  property  for  its  necessary  use,  to 
be  determined  by  the  said  Board.**  In  1898  this  limitation  was 
changed  so  that  fares  should  not  be  reduced  below  the  average 
rate  of  fare  charged  for  service  by  other  street  railway  com- 
panies, which  in  the  judgment  of  the  Commission  are  operated 
under  substantially  the  same  conditions.  In  1901  the  statutes 
were  changed  to  such  an  extent  that  the  Railroad  Commissioners 
could  merely  recommend  changes,  but  could  not  compel  them. 

In  1913,  however,  the  powers  of  the  Railroad  Commission 
were  transferred  to  a  new  body,  —  the  Public  Service  Commis- 
sion. This  commission  may,  either  upon  complaint  or  upon  its 
own  motion,  hold  public  hearings  and  make  an  investigation  as 
to  the  propriety  of  any  change  of  rates.  Pending  such  an  in- 
vestigation and  decision  the  commission  is  given  power  to  sus- 
pend the  taking  effect  of  such  changes,  but  not  for  a  longer 
period  than  ten  months  beyond  the  time  when  such  changes 
would  otherwise  take  effect.  The  burden  of  proof  to  show 
that  such  increase  is  necessary  in  order  to  obtain  a  reasonable 
compensation  for  the  service  rendered  is  placed  upon  the  car- 
rier. Since  1913  there  have  been  approximately  twenty  street 
railway  rate  cases  before  the  Public  Service  Commission.  A 
decision  has  been  rendered  on  these  cases  in  times  varying  from 
forty-seven  to  three  hundred  and  seventy-nine  days,  the  aver- 
age being  somewhat  over  four  months. 

The  street  railways  have  stated  before  this  Commission  that 
they  desire  legislation  which  will  give  to  them  the  power  to  fix 
their  own  rates,  and  to  the  Public  Service  Commission  author- 
ity to  revise  and  regulate  the  charges  so  established  by  a  street 
railway  company,  with  a  provision  that  these  fares  should  not 
be  reduced  below  a  point  enabling  the  company  to  earn  upon 


1918.] 


SENATE  —  No.  300. 


23 


the  actual  amount  of  investment  in  its  property  such  a  rate  of 
return,  to  be  designated  in  the  statute,  as  will  enable  the  com- 
pany to  sell  additional  capital  stock  from  time  to  time  at  par. 
While  discussing  fare  changes  it  may  be  interesting  to  note 
that  Massachusetts  is  the  home  of  the  6-cent  fare.  On  April 
13,  1905,  the  Warren,  Brookfield  &  Spencer  raised  its  fare  to 
6  cents,  being  the  first  company  in  the  country  to  adopt  this 
unit.  In  the  period  since  1913  the  Public  Service  Commission 
has  permitted  about  one-half  of  the  operating  companies  in  the 
State  to  make  an  increase  in  fares.  In  certain  of  these  cases 
the  companies  were  given  precisely  what  they  originally  sought, 
or  else  voluntarily  accepted,  while  in  other  cases  partial  in- 
creases were  allowed.  Several  street  railways  in  the  State  have 
7-cent  units,  and  certain  ones  8-cent  units.  At  the  present 
time,  out  of  a  total  of  2,198  miles  of  trolley  line  in  the  State, 
excluding  the  Boston  Elevated  system,  the  unit  of  cash  fare 
is  5  cents  on  904  miles,  6  cents  on  1,110  miles,  7  cents  on  85 
miles,  8  cents  on  32  miles,  and  on  67  miles  the  rate  of  2  cents 
per  mile  prevails. 

Appendix  F  includes  a  list  of  all  electric  railway  fare  increases 
in  the  United  States  and  Canada  from  Jan.  1,  1914,  to  Dec.  1, 
1917.  The  listed  increases  number  128,  affecting  100  companies, 
several  of  which  have  made  increases  of  different  kinds  or  at 
different  times,  or  both.  Massachusetts  is  probably  further 
advanced  than  any  other  State  in  the  country  in  the  matter  of 
increased  fares,  the  conventional  5-cent  fare  applying  to  only 
30  per  cent,  of  the  entire  mileage  in  the  State,  and  to  41  per 
cent,  of  the  mileage  exclusive  of  the  Boston  Elevated,  which 
system  is  limited  by  charter  to  a  5-cent  fare.  This  information 
shows  that  Massachusetts  has  not  been  backward  in  the  matter 
of  fare  increases. 

It  is  to  be  remembered  that  costs  in  Massachusetts  are  higher 
than  in  some  other  parts.  Coal  has  to  come  from  a  distance, 
whereas  in  many  States  water  power  is  available  to  run  the 
street  railways.  Labor  is  not  less  here,  and  expenses  due  to 
winter  weather  are  high. 

To  what  extent  the  method  of  rate  regulation  now  in  vogue 
has  affected  the  value  of  the  street  railway  securities  there 
seems  room  for  a  reasonable  doubt.     A  study  of  the  methods 


1^ 


!    % 


m 


I 


!l 


24 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


!, 


I 


of  rate  regulation  in  various  States  throughout  the  country 
shows  that  the  present  method  of  regulation  in  Massachusetts 
has  its  equivalent  in  at  least  half  of  the  other  States.  The  sus- 
pension clause,  which  is  an  important  feature  of  this  system, 
was  adopted  by  Congress  in  its  Federal  Interstate  Commerce 
Law  in  1910. 

It  does  not  appear  that  the  fares  in  Massachusetts  or  in  any 
State  have  increased  in  the  same  ratio  as  the  labor  and  mate- 
rial expenses,  and  it  would  probably  not  be  advisable  to  make  a 
proportionate  increase  in  fares.  Increased  fares  are  seldom 
productive  of  corresponding  increases  in  gross  revenue.  When 
fares  are  increased  there  is  usually  a  reduction  in  the  nun^ber 
of  passengers  carried.  There  is,  then,  a  limit  to  increases  of 
fares. 

This  Commission  was  not  charged  with  the  duty  of  studying 
the  question  of  street  railway  fares,  but  it  has  been  obliged  to 
make  some  investigation  of  this  subject  in  order  to  determine 
to  what  extent  the  present  conditions  of  the  street  railways 
can  be  traced  to  the  rate  of  fares.  This  Commission  is  not 
prepared  to  make  any  specific  recommendations  relative  to  in- 
creased fares.  It  is,  however,  of  the  opinion  that  other  causes 
than  the  present  method  of  rate  regulation  have  contributed  in 
large  measure  to  the  depreciation  of  the  value  of  street  railway 
securities.  It  is  no  doubt  true  that  a  fare  which  was  allowed 
in  1897  could  not  be  expected  to  provide  the  same  dividend 
return  under  1917  conditions.  The  Commission  believes  that  a 
better  understanding  between  the  street  railways  and  the  public 
will  do  more  to  improve  the  conditions  than  a  straight  increase 
of  fare  with  no  increased  co-operation. 

2.     The  Growth  of  the  Automobile  Business. 
This  subject  should  be  treated  under  two  heads :  — 

(1)  The  privately  owned  automobile  which  carries  passen- 
gers, not  for  hire,  some  of  whom  would  otherwise  ride  on  the 
street  cars. 

(2)  The  so-called  jitney,  which  enters  into  direct  competition 
with  the  street  railways. 

(1)  Privately  owned  Autos.  —  The  advent  of  the  automobile 
has  been  one  of  those  circumstances  which   no   human   mind 


'i  m 


!      I' '  T 


IJ 


1^ 


INTENTIONAL  SECOND  EXPOSURE 


1 


24 


REPORT  OX  STREET  RAILWAYS. 


[Feb. 


of  rate  regulation  in  various  States  throughout  the  country 
shows  that  the  present  method  of  regulation  in  Massachusetts 
has  its  equivalent  in  at  least  half  of  the  other  States.  The  sus- 
pension clause,  which  is  an  important  feature  of  this  system, 
was  adopted  by  Congress  in  its  Federal  Interstate  Commerce 
Law  in  1910. 

It  does  not  appear  that  the  fares  in  Massachusetts  or  in  any 
State  have  increased  in  the  same  ratio  as  the  labor  and  mate- 
rial expenses,  and  it  would  probably  not  be  advisable  to  make  a 
proportionate  increase  in  fares.  Increased  fares  are  seldom 
productive  of  corresponding  increases  in  gross  revenue.  When 
fares  are  increased  there  is  usually  a  reduction  in  the  nurnber 
of  passengers  carried.  There  is,  then,  a  limit  to  increases  of 
fares. 

This  Commission  was  not  charged  with  the  duty  of  studying 
the  question  of  street  railway  fares,  but  it  has  been  obliged  to 
make  some  investigation  of  this  subject  in  order  to  determine 
to  what  extent  the  present  conditions  of  the  street  railways 
can  be  traced  to  the  rate  of  fares.  This  Commission  is  not 
prepared  to  make  any  specific  recommendations  relative  to  in- 
creased fares.  It  is,  however,  of  the  opinion  that  other  causes 
than  the  present  method  of  rate  regulation  have  contributed  in 
large  measure  to  the  dei)reciation  of  the  value  of  street  railway 
securities.  It  is  no  doubt  true  that  a  fare  which  was  allowed 
in  1897  could  not  be  expected  to  provide  the  same  dividend 
return  under  1917  conditions.  The  Commission  believes  that  a 
better  understanding  between  the  street  railways  and  the  public 
will  do  more  to  improve  the  conditions  than  a  straight  increase 
of  fare  with  no  increased  co-operation. 

2.     The  Growth  of  the  Automohile  Business. 

This  subject  should  be  treated  under  two  heads:  — 

(1)  The  privately  owned  automobile  which  carries  passen- 
gers, not  for  hire,  some  of  whom  would  otherwise  ride  on  the 
street  cars. 

(2)  The  so-called  jitney,  which  enters  into  direct  competition 
with  the  street  railways. 

(1)  Privately  owned  Antos.  —  The  advent  of  the  automobile 
has  been  one  of  those  circumstances   which   no    human    mind 


( 


if'4 


t 


1918.] 


SENATE  -  No.  300. 


25 


il 


could  foresee.     In  this  connection  the  following  figures  are  of 
interest : — 

In  1910,  31,360  automobiles  were  registered  in  this  State, 
including  commercial  trucks  and  vehicles,  but  excluding  dealers' 
cars. 

In  1912  the  number  was  50,132. 

In  1915  the  number  was  102,633. 

In  1916  the  number  was  136,809. 

In  1917  the  number  was  174,274. 

Of  this  last  number,  147,310  were  mainly  passenger  cars,  i.e., 
with  trucks  and  commercial  vehicles  excluded.  Assuming  that 
each  of  these  cars  takes  away  from  the  revenue  of  the  street 
railways  one  round-trip  ride  per  day,  paying  a  5-cent  fare  each 
way,  the  loss  in  street  car  revenue  in  a  year  in  this  State  would 
be  about  $5,000,000,  or  nearly  SI 5,000  per  day.  It  is  estimated 
that  a  private  auto  would  represent  two  fares  per  day,  which 
would  otherwise  be  paid  on  the  cars.  Any  one  watching  the 
stream  of  cars  morning  and  night  through  the  streets  of  Boston 
which  lead  to  the  business  center  will  probably  agree  that  such 
cars  must  represent  a  material  loss  of  revenue  to  the  Boston 
Elevated.  The  question  of  just  how  many  dollars  are  thus  di- 
verted from  the  treasury  of  the  company  is  a  matter  impossible 
to  estimate  exactly.  The  above  estimate  of  $5,000,000  per  year 
appears  reasonable.  In  addition  to  the  private  autos  there  are 
about  10,000  motorcycles  licensed  in  this  State,  which  also 
means  a  loss  in  revenue  to  the  street  railways.  The  large 
number  of  automobiles  also  causes  a  material  delay  to  traffic 
at  important  street  intersections. 

(2)  Jitneys.  —  The  jitney  represents  a  different  phase  of  the 
automobile  situation.  In  the  jitney  the  street  railway  has  a 
direct  competitor  for  fares.  The  jitney  operates  in  the  same 
general  territory  as  the  street  railway,  picking  off  the  cream  of 
the  traffic  (such  as  the  short-haul  business),  operating  in  many 
cases  only  under  favorable  weather  conditions,  and  often  with- 
out a  bond  sufficient  to  protect  either  the  pedestrian  or  the 
passengers  in  the  case  of  accidents.  The  jitneys  often  pay  li- 
censes locally,  but  in  many  cases  not  proportionate  to  their 
privileges.  In  this  State  the  jitneys  have  not  been  declared 
common  carriers,  and  are  therefore  not  subject  to  the  regula- 


j 


ii.: 


26 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


27 


tion  of  the  Public  Service  Commission.  Certain  cities  and 
towns  have  bonded  the  jitneys  so  that  the  public  is  reasonably 
protected.  As  a  general  rule,  however,  it  is  not  believed  that 
these  jitneys  are  so  bonded. 

The  street  railway  companies  are  thus  subjected  to  a  more  or 
less  unfair  competition,  by  which  the  jitneys  can  operate  in 
general  how,  when  and  where  they  please,  without  having  any 
particular  responsibility  in  return  for  their  rights  to  engage  in 
the  transportation  business.  The  street  railways,  however, 
must  maintain  their  service,  under  all  conditions  of  weather,  in 
a  manner  satisfactory  to  the  general  public,  and  under  the 
supervision  and  regulation  of  the  Public  Service  Commission. 
Recently  jitney  competition  has  been  so  severe  that  the  Nahant 
&  Lynn  has  threatened  to  cease  operations  unless  the  city  will 
revise  the  conditions  under  which  jitneys  are  allowed  to 
operate. 

3.     Taxation  and  Highway  Maintenance  Requirements, 

Before  proceeding  with  a  discussion  of  the  relative  merits  and 
defects  of  the  present  system  of  taxation  of  the  street  railways 
of  this  State,  it  will  probably  be  well  to  outline  concisely  the 
general  features  of  the  present  system.  All  of  the  street  rail- 
ways in  Massachusetts  are  taxed  under  the  same  conditions, 
with  the  exception  of  the  Boston  Elevated  and  its  leased  lines. 

The  general  system  of  taxation  in  Massachusetts  includes 
three  taxes:  (1)  property  tax,  (2)  corporate  franchise  tax  (in- 
cluding an  additional  corporate  franchise  or  excess  tax),  and 
(3)  commutation  or  excise  tax.  In  the  case  of  the  Boston  Ele- 
vated the  commutation  tax  is  not  assessed.  There  are,  of 
course,  in  addition  certain  Federal  and  miscellaneous  taxes,  but 
these  are  relatively  small,  and  need  not  be  considered  further 
in  this  discussion. 

(1)  Property  Tax.  —  This  tax  is  assessed  on  real  estate  and 
machinery  by  the  local  authorities.  The  value  of  the  rails, 
wires,  poles,  etc.,  in  public  highways  are  not  taxed  as  property, 
as  these  items  are  included  in  the  value  of  the  corporate 
franchise. 

The  tax  paid  on  property  in  this  State  by  the  street  railways 
in  1916  amounted  to  about  $890,000.    This  tax  was  paid  on 


property  which  had  an  assessed  valuation  of  about  $45,780,000. 
These  figures  represent  an  average  rate  throughout  the  cities 
and  towns  having  taxable  railway  property  of  $19.40  per  thou- 
sand. Of  this  tax  the  amount  not  assignable  to  railway  opera- 
tion amounts  to  approximately  $71,000,  representing  over 
$3,500,000  worth  of  property.  Tables  XVII.  and  XX.  in 
Appendix  C  show  in  some  detail  the  property  taxes  paid  by  the 
street  railways  of  this  State  in  1916. 

(2)  Corporate  Franchise  Tax.  —  This  tax,  which  is  assessed  by 
the  State  Tax  Commissioner,  is  determined  by  ascertaining  the 
fair  cash  value  of  the  capital  stock,  which  is  taken  to  represent 
the  true  value  of  the  corporate  franchise.  From  such  value 
there  is  then  deducted  — 

(a)  So  much  of  its  capital  stock  as  is  proportional  to  that 
part  of  its  line  lying  outside  the  Commonwealth. 

(b)  The  value  of  its  works,  structures,  real  estate,  machinery, 
etc.,  subject  to  local  taxation  within  the  Commonwealth.  For 
this  purpose  the  Tax  Commissioner  may  take  the  value  at 
which  such  real  estate  and  machinery  is  assessed  locally,  but 
such  local  assessment  is  not  to  be  taken  as  conclusive  of  the 
true  value. 

After  these  deductions,  (a)  and  (6),  the  amount  remaining  is 
known  as  the  corporate  excess,  and  upon  this  the  tax  is  assessed, 
the  rate  being  the  same  as  that  taxed  on  all  corporations 
throughout  the  State.  The  tax  collected  from  each  railway 
company  is  apportioned  among  the  cities  and  towns  in  propor- 
tion to  the  length  of  tracks  operated  in  the  respective  cities  and 
towns.  The  share  of  the  tax  in  proportion  to  the  mileage  upon 
State  boulevards,  parks  and  reservations  is  retained  by  the 
State  and  credited  to  the  sinking  fund  of  the  loan  to  which  the 
expenditure  for  the  particular  State  boulevard,  park  or  reserva- 
tion was  charged.  The  money  apportioned  to  the  municipali- 
ties is  to  be  used  for  the  repair  and  maintenance  of  the  public 
ways  and  the  removal  of  snow  therefrom. 

The  corporate  franchise  tax  assessed  on  street  railways  for 
1917  is  $571,533.  This  tax  is  based  on  a  rate  of  $19.47  per 
thousand  on  a  corporate  excess  of  $29,354,658.  The  market 
value  of  the  capital  stock,  as  determined  as  of  April  1,  1917,  by 
the  Tax  Commissioner,  is  $74,756,009.     As  noted  above  the 


'  f 


i 


i 


iWm'   !. 


28 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


P 


corporate  excess  is  obtained  for  each  street  railway  by  deducting 
items  (a)  and  (b)  from  the  market  value  of  the  capital  stock. 
The  corporate  franchise  tax  assessed  has  declined  very  greatly 
since  1911,  when  it  was  at  its  maximum,  namely,  $1,236,855. 
At  that  time  (1911)  the  tax  rate  was  $17.93  per  thousand  on  a 
corporate  excess  of  $68,982,468.  The  market  value  of  the  capi- 
tal stock  at  that  time  was  $105,298,052,  and  the  par  value  was 
$86,600,000.  In  1916  the  market  value  was  $82,962,054,  while 
the  par  value  was  about  $102,500,000.  In  1916  the  corporate 
franchise  tax  was  $732,253,  while  it  was  only  $571,533  in  1917. 
Thus  the  stock  has  been  continually  decreasing  in  market 
value,  and  the  corporate  franchise  tax  has  diminished  propor- 
tionately. For  1917  it  is  less  than  half  what  it  was  in  1911. 
For  many  individual  railways  the  tax  is  nil. 

An  additional  corporate  franchise  tax  sometimes  called  an 
excess  tax,  is  to  be  assessed  by  the  Tax  Commissioner  whenever 
an  operating  street  railway  company  has  paid  in  the  aggregate 
during  the  year  dividends  exceeding  8  per  cent,  on  the  capital 
stock.  The  additional  tax  for  every  such  year  shall  be  an 
amount  equal  to  such  excess,  except  that  this  tax  shall  not  be 
imposed  unless  the  company  has,  since  the  date  it  commenced 
operating,  paid  dividends  equivalent  in  the  aggregate  to  at 
least  6  per  cent,  upon  its  capital  stock  from  year  to  year. 

The  Tax  Commissioner  states  that  no  such  tax  has  been  paid 
by  any  street  railway  in  recent  years,  and  probably  no  street 
railway  has  ever  paid  a  tax  under  this  "excess"  proviso. 

(3)  Commutation  or  Excise  Tax.  —  The  commutation  tax, 
more  commonly  known  as  the  excise  tax,  is  assessed  locally  on 
the  various  street  railway  companies.  This  tax,  like  the  portion 
of  the  franchise  tax  distributed  among  the  cities  and  towns,  is 
supposed  to  be  used  for  the  repair  and  maintenance  of  highways 
and  for  the  removal  of  snow  therefrom.  The  excise  tax  of  a 
street  railway  as  assessed  in  any  city  or  town  amounts  to  such 
proportion  of  the  following  percentages  of  the  gross  receipts  of 
the  company  as  the  length  of  tracks  operated  by  it  in  public 
ways  and  places,  in  such  city  or  town,  bears  to  the  total  length 
of  track  operated  by  it  in  public  ways  and  places. 

The  percentages  are  based  on  the  annual  gross  receipts  per 
mile  of  track,  and  computed  upon  the  aggregate  of  such  annual 
gross  receipts,  as  follows :  — 


1918.]  SENATE  -  No.  300.  29 

$4,000  or  less, Percent. 

More  than  $4,000  and  less  than  $7,000,    ....       .       .        '    2 

More  than  $7,000  and  less  than  $14,000,         -       ....    2^ 

More  than  $14,000  and  less  than  $21,000,       .....  2^ 

More  than  $21,000  and  less  than  $28,000,  *       *  2^ 

$28,000  ormore, .3* 

The  Boston  Elevated  Railway,  including  the  West  End,  does 
not  pay  this  commutation  or  excise  tax,  but  was  formerly 
assessed  a  special  compensation  tax.  This  special  tax,  which 
was  based  on  gross  earnings  of  all  lines  owned,  leased  or  oper- 
ated, amounted  to  seven-eighths  of  1  per  cent,  of  the  gross 
earnings  when  the  annual  dividend  was  not  greater  than  6  per 
cent.  If  the  dividend  exceeded  6  per  cent,  then  the  sum  equal 
to  the  excess  of  the  dividend  over  6  per  cent,  was  to  be  paid  in 
addition  to  the  regular  compensation  tax  of  seven-eighths  of 
1  per  cent. 

The  commutation  or  excise  tax  amounted  to  nearly  $492,000 
in  1916.  On  a  mileage  basis  the  excise  tax  amounted  on  an 
average  to  $200  per  mile  of  single  track  (mileage  of  Boston 
Elevated  and  leased  lines  excluded).  The  following  summary 
shows  what  the  taxes  for  1916  amounted  to  as  percentage  of 
1916  gross  earnings:  — 

Property  tax  (all  lines), %^i4 

Corporate  franchise  tax  (all  lines),  .       .       '       *       '.       *       '  '^'70 

Excise  tax  (Boston  Elevated  lines  excluded),        .        *       '       '  .2  16 

Compensation  tax  (formerly  assessed)  (Boston  Elevated  lines  onlv)  Vof  1 

Further  information  relative  to  taxes  in  1916,  and,  in  some 
cases,  for  years  previous  to  1916,  will  be  found  in  Tables 
XVII.-XXL,  inclusive,  in  Appendix  C  of  this  report. 

(4)  Compensation  Tax  (Boston  Elevated) .  — This  tax  was  also 
distributed  to  the  municipalities  in  proportion  to  the  mileage  of 
elevated  and  surface  track,  reckoned  as  single  track  in  the  vari- 
ous cities  and  towns.  The  Boston  Elevated  Railway  was  re- 
cently relieved  of  this  tax  except  when  dividends  exceeded  6  per 
cent.,  in  which  case  the  tax  was  to  be  equal  to  such  excess  of 
dividends  over  the  6  per  cent.,  as  a  result  of  the  report  of  the 
special  commission  which  considered  the  financial  condition  of 
the  company  and  reported  in  February,  1917,  to  the  Legisla- 
ture.   This  special  tax  was  formerly  assessed  as  a  compensation 


t 

:* 


t| 


i 


30 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


31 


for  the  use  and  occupation  of  the  public  streets,  squares  and 
places.  The  compensation  tax  paid  by  the  Boston  Elevated  for 
the  year  ending  Sept.  30,  1916,  amounted  to  $160,786. 

(5)  Requirements  relative  to  the  Maintenance  and  Repair  of 
Public  Ways  by  Street  Railway  Companies.  —  The  next  phase  of 
the  subject  under  consideration  is  the  requirement  relative  to 
the  maintenance  and  repair  of  public  ways  by  the  street  rail- 
ways. In  fact,  for  a  proper  consideration  of  this  subject  it  is 
absolutely  essential  to  consider  taxation  in  its  relation  to  the 
requirements  made  on  street  railways  in  connection  with  repair 
of  highways.  The  excise  tax  was  primarily  established  in  1898, 
in  order  to  relieve  the  street  railways  of  certain  duties  relative 
to  the  highways. 

A  brief  historical  sketch  seems  desirable  at  this  point  in  order 
to  understand  the  factors  relating  to  the  establishment  of  this 
excise  tax,  and  in  order  to  see  clearly  to  what  extent  this  tax 
has  worked  out  in  a  manner  equitable  both  to  the  street  rail- 
ways and  to  the  municipalities. 

The  first  street  railway  charters  in  IVIassachusetts  were 
granted  in  1853  to  the  Metropolitan  Railroad  Company  of 
Boston  and  to  the  Cambridge  Railroad  Company.  In  both 
cases  the  street  railroad  company  was  required  to  maintain  the 
portion  of  streets  and  bridges  occupied  by  its  tracks.  Of  course, 
in  the  early  days  before  electrification  there  was  considerable 
deterioration  of  the  highways  due  to  the  travel  of  the  horses. 
There  were  various  changes  made  from  that  time  up  to  1882. 
At  this  date  the  requirements  were  that  each  street  railway 
should  keep  in  repair  the  paving,  upper  planking  or  other  sur- 
face material  of  the  portion  of  streets,  roads  and  bridges  occu- 
pied by  its  tracks.  If  such  tracks  occupied  unpaved  streets 
the  company  was  required  to  keep  in  repair  an  additional  18 
inches  on  each  side  of  the  portion  occupied  by  its  tracks. 

Up  to  1882  the  street  railway  companies  had  generally  been 
required  to  conform  to  regulations  made  by  local  authorities  as 
to  the  removal  of  snow  and  ice.  In  1882  the  requirement  pro- 
vided that  the  board  of  aldermen  or  selectmen  might  establish 
such  regulations  as  to  the  rate  of  speed,  mode  of  use  of  the 
tracks,  and  the  removal  of  snow  and  ice  therefrom  as  the  in- 
terest and  need  of  the  public  might  require. 


The  legislation,  as  above  mentioned,  of  1882,  relative  to  the 
repair  and  maintenance  of  highways  and  the  removal  of  snow 
and  ice,  was  in  force  in  1898.    At  this  time  a  special  committee 
was  appointed  to  consider  the  relations  between  street  railways 
and  municipalities.     On  this  special  committee  were  Charles 
Francis  Adams  of  Lincoln,  William  W.  Crapo  of  New  Bedford, 
and   Elihu   B.   Hayes   of  Lynn.     The  committee  gave  much 
study  to  the  question  of  street  repair  and  snow  removal,  and 
came  to  the  conclusion  that  the  method  existing  at  that  time 
—  i.e.,  by  which  the  street  railways  actually  did  the  work  of  re- 
pairing the  streets  and  removing  the  snow  — -  caused  continual 
misunderstanding  between  the  street  railways  and  municipal 
authorities,  and  took  from  the  local  authorities  the  undivided 
responsibility  which  they  should  have  over  their  own  highways. 
The  special  committee  of  1898  recommended  legislation  re- 
lieving the  companies  of  their  former  duties  of  repair  and  main- 
tenance of  highways,  and  in  lieu  of  this  substituted  a  tax  based 
upon  gross  receipts.     This  tax,  which  the  committee  referred 
to  as  a  commutation  tax,  was  to  be  of  a  percentage  on  gross 
receipts  varying  with  the  receipts  per  mile  of  track  operated, 
and  was  to  be  distributed  in  the  case  of  each  company  among 
the  cities  and  towns  in  proportion  to  their  mileage  of  tracks  in 
public  ways.     With  regard  to  snow  removal  the  committee 
recommended  that  the  company  should  level  the  snow  plowed 
by  them  from  their  tracks  in  such  a  manner  as  to  meet  the 
approval  of  the  superintendent  of  streets,  but  that  they  should 
not  be  required  to  remove  from  the  streets  the  snow  displaced 
from  their  tracks. 

Briefly,  this  commutation  tax,  according  to  the  ideas  of  the 
special  committee,  was  to  relieve  the  companies  of  all  their 
former  requirements  as  to  repair  of  highways  and  removal  of 
snow  from  their  streets.  It  was  the  intention  apparently  of  this 
committee  that  such  legislation  should  apply  to  all  street  rail- 
ways in  the  Commonwealth,  including  the  lines  operated  by  the 
Boston  Elevated. 

Unfortunately,  however,  chapter  578  of  the  Acts  of  1898, 
based  on  the  recommendations  of  this  committee,  did  not  en- 
tirely carry  out  the  ideas  expressed  by  this  committee.  The 
commutation  or  excise  tax  was  provided  for  in  substantially 


« 
i     . 


\'i 


32 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


i 


the  manner  recommended  by  the  special  committee,  and  the 
railways  were  relieved  in  general  from  repairing  any  portion  of 
the  streets  and  bridges.  However,  the  proviso  was  added  that 
the  company  should  **  remain  subject  to  all  the  legal  obligations 
imposed  in  original  grants  of  locations.'*  With  regard  to  snow 
removal  the  companies  were  required  to  clear  snow  from  their 
tracks  in  such  a  manner  as  would  be  approved  by  the  superin- 
tendent of  streets.  This  legislation  provided  that  the  lines  of 
the  Boston  Elevated  should  be  excluded  from  this  act  for  a 
period  of  twenty-five  years  from  June  10,  1897. 

Thus  it  will  be  seen  that  this  legislation  did  not  provide  a 
commutation  tax  which  should  relieve  the  street  railways  of  all 
work  in  connection  with  repair  of  pavements.  Neither  did  it 
specifically  provide  that  the  street  railway  company  should  in 
no  case  be  required  to  actually  remove  any  snow  from  the 
streets.  Since  that  time  it  has  been  decided  by  the  courts  that 
the  '* original  grant  of  location"  means  the  first  location  granted 
to  a  street  railway  company  by  a  city  or  town,  and  that  an 
obligation  to  maintain  or  repair  the  public  ways  imposed  bj' 
such  an  "original  grant"  is  valid  notwithstanding  the  legisla- 
tion of  1898. 

Since  1898  there  have  been  slight  changes  in  legislation  rela- 
tive to  these  matters.  At  the  present  time  the  company  is  re- 
quired, with  reference  to  snow  removal,  to  clear  snow  from  its 
tracks  in  such  manner  as  will  meet  the  approval  of  the  super- 
intendent of  streets,  provided  that  no  street  railway  shall  be 
compelled  to  remove  from  the  streets  in  which  its  tracks  are 
located  an  amount  of  snow  greater  than  it  has  cleared  from 
between  its  rails  and  between  its  tracks,  and  from  a  space  18 
inches  wide  on  either  side  of  its  tracks.  The  special  committee 
recommended  that  the  amounts  received  by  the  cities  and  towns 
from  this  excise  tax  should  be  treated  as  a  separate  fund  and 
applied  to  the  construction,  repair  and  maintenance  of  the 
public  ways  within  such  cities  and  towns.  The  legislation  of 
1898  omitted  this  recommendation  as  to  the  separate  fund,  but 
provided  that  the  amounts  received  from  the  excise  tax  should 
be  applied  to  the  construction,  repair  and  maintenance  of  the 
public  ways  and  the  removal  of  snow  therefrom.  Since  that 
time   certain   changes  have   been  made,   one   being  that  the 


:;   I 


'!  M 


l! 


1 


i 


V, 


INTENTIONAL  SECOND  EXPOSURE 


.1 


32 


REPORT  OX  STREET  RAILWAYS. 


[Feb. 


the  manner  recommended  by  the  special  committee,  and  the 
railways  were  relieved  in  general  from  repairing  any  portion  of 
the  streets  and  bridges.  However,  the  proviso  was  added  that 
the  company  should  "remain  subject  to  all  the  legal  obligations 
imposed  in  original  grants  of  locations.''  With  regard  to  snow 
removal  the  companies  were  required  to  clear  snow  from  their 
tracks  in  such  a  manner  as  would  be  approved  by  the  superin- 
tendent of  streets.  This  legislation  provided  that  the  lines  of 
the  Boston  Elevated  should  be  excluded  from  this  act  for  a 
period  of  twenty-five  years  from  June  10,  1897. 

Thus  it  will  be  seen  that  this  legislation  did  not  provide  a 
commutation  tax  which  should  relieve  the  street  railways  of  all 
work  in  connection  with  repair  of  pavements.  Neither  did  it 
specifically  provide  that  the  street  railway  company  should  in 
no  case  be  required  to  actually  rem.ove  any  snow  from  the 
streets.  Since  that  time  it  has  been  decided  by  the  courts  that 
the  "original  grant  of  location'*  means  the  first  location  granted 
to  a  street  railway  company  by  a  city  or  town,  and  that  an 
obligation  to  maintain  or  repair  the  public  ways  imposed  b> 
such  an  "original  grant"  is  valid  notwithstanding  the  legisla- 
tion of  1898. 

Since  1898  there  have  been  slight  changes  in  legislation  rela- 
tive to  these  matters.  At  the  present  time  the  company  is  re- 
quired, with  reference  to  snow  removal,  to  clear  snow  from  its 
tracks  in  such  manner  as  will  meet  the  approval  of  the  super- 
intendent of  streets,  provided  that  no  street  railway  shall  be 
compelled  to  remove  from  the  streets  in  which  its  tracks  are 
located  an  amount  of  snow  greater  than  it  has  cleared  from 
between  its  rails  and  between  its  tracks,  and  from  a  space  18 
inches  wide  on  either  side  of  its  tracks.  The  special  committee 
recommended  that  the  amounts  received  by  the  cities  and  towns 
from  this  excise  tax  should  be  treated  as  a  separate  fund  and 
applied  to  the  construction,  repair  and  maintenance  of  the 
public  ways  within  such  cities  and  towns.  The  legislation  of 
1898  omitted  this  recommendation  as  to  the  separate  fund,  but 
provided  that  the  amounts  received  from  the  excise  tax  should 
be  applied  to  the  construction,  repair  and  maintenance  of  the 
public  ways  and  the  removal  of  snow  therefrom.  Since  that 
time   certain   changes   have   been   made,   one   being  that   the 


II 


i\ 


I  fi 


1918.] 


SENATE  —  No.  300. 


33 


amounts  received  from  the  excise  tax,  together  with  that  re- 
ceived from  the  corporate  franchise  tax,  should  be  applied  to 
the  repair  and  maintenance  of  those  portions  of  the  public  ways 
in  which  the  tracks  of  the  companies  were  located,  and  the 
removal  of  snow  from  such  public  ways.  However,  this  proviso 
has  since  been  changed,  and  at  present  merely  requires  that  the 
amounts  received  from  the  excise  and  corporate  franchise  taxes 
shall  be  used  "toward  the  repair  and  maintenance  of  the  public 
ways  and  the  removal  of  snow  therefrom  within  such  city  or 
town.*'  As  mentioned  with  regard  to  taxation,  the  Boston 
Elevated  pays  no  excise  tax,  and  is  still  required  to  keep  in 
repair  portions  of  the  streets  occupied  by  its  tracks,  i.e.,  be- 
tween the  tracks  in  paved  streets,  and  in  unpaved  streets  for  a 
width  of  18  inches  outside  its  tracks. 

The  special  committee  of  1898  admitted  that  perhaps  the 
excise  tax,  in  the  form  in  which  they  recommended  it,  might 
not  prove  absolutely  just  to  all  parties  concerned,  but  they 
were  of  the  opinion  that  it  would  give  a  reasonably  fair  basis  of 
settlement.  It  may  be  interesting  to  see  just  how  this  excise 
tax  has  worked  out  during  the  period  of  nearly  twenty  years 
since  that  time. 

Two  main  points  should  be  considered  in  connection  with  the 
study  of  the  conditions  relative  to  these  matters.  First,  has 
this  excise  tax  relieved  the  companies  of  the  work  in  connection 
with  the  repair  of  highways  in  the  spirit  and  to  the  extent  of 
the  recommendations  of  the  special  committee  of  1898?  Second, 
has  the  excise  tax  of  itself  provided  an  equitable  basis  for  the 
commutation  of  the  street  railway  duties  with  regard  to  repair 
of  highways? 

Considering  the  first  of  these  items,  namely,  whether  the 
companies  have  been  relieved  of  the  street  repairing,  it  has  been 
proved  that  in  many  cases  the  companies  have  been  required  to 
spend  large  sums  of  money  in  the  repair  and  maintenance  of 
paving  in  accordance  with  the  "original  grants  of  location."  It 
will  be  remembered  that  the  legislation  of  1898  did  not  relieve 
the  companies  of  this  burden.  In  many  cases  cities  and  towns 
have  relieved  the  companies  of  such  expenses,  being  willing  to 
accept  the  excise  tax  as  a  commutation  of  such  duties.  In  other 
cases,  however,  cities  and  towns  have  required  the  street  rail- 


f 

'.1 


( ^ 


I  ii 


34 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


ways  to  live  up  rigidly  to  all  of  the  original  requirements,  and 
have,  in  addition,  received  their  share  of  the  excise  tax.     In 
other  cases  the  street  railways  have  been  required  not  only  to 
repair  and  maintain  the  highways,  but,  in  addition,  to  lay  im- 
proved  pavements   between   their   tracks   whenever   the   local 
authorities  decided  to  improve  the  pavements  of  such  streets. 
The  street  railways  have  sometimes  capitalized  the  difference 
between  the  cost  of  such  improved  pavement  and  what  the  cost 
would  have  been  to  merely  repair  or  replace  the  old  type  of 
pavement,  but  this  has  not  prevented  the  practice  from  being 
burdensome  to  the  company.     While  the  street  railways  have 
perhaps  a  moral  right  to  refuse  to  make  improvements  in  the 
pavements,  etc.,  it  should  be  remembered  that  a  public  service 
corporation  is  in  a  poor  position  to  refuse  to  do  what  the  local 
authorities  desire.    Unfortunately,  it  is  true  that  there  has  been 
bargaining  with  street  railways  by  local  authorities.    Whenever 
a  street  railw^ay  requests  some  privilege,  such  as  a  location  for  a 
new  siding,  even  though  the  street  railway  may  be  well  within 
its  rights,  the  municipalities  often  decline  to  make  the  grant 
without  obtaining  some  sort  of  concessions.    In  such  cases  the 
company  should  not  be  held  up  for  a  new  paving  from  curb  to 
curb,  or  some  similar  burden.    In  1916  the  Bay  State  paid  over 
$100,000  for  the  maintenance  of  paving  in  addition  to  its  excise 
tax  of  $215,000.    In  the  year  1916  the  street  railway  companies 
paid  an  excise  tax  of  nearly  $500,000.    This  figure  excludes  the 
lines  of  the  Boston  Elevated,  which  company  does  not  pay  an 
excise  tax.    The  street  railways  are  paying  a  further  amount  for 
maintenance  of  paving,  which  we  are  unable  to  estimate,  as 
these  costs  are  not  separated  from  the  expenses  incurred  in 
connection  with  the  renewals  of  rails  and  ties.    The  corporate 
franchise  tax  is  also  distributed  to  the  cities  and  towns,  with 
the  requirement  that  it  shall  be  used  for  the  repair  of  highways 
and  removal  of  snow  therefrom.    The  State  keeps  a  relatively 
small  amount  of  this  franchise  tax,  perhaps  $10,000  a  year,  due 
to  tracks  located  on  public  reservations. 

The  second  matter  is  whether  the  excise  tax  as  assessed  at 
present  is  equitable  both  to  the  various  street  railways  and  to 
all  the  various  cities  and  towns.  Weight  of  equipment  and 
speed  of  cars  have  changed,  and  new  types  of  paving  have 


1918.] 


SENATE  —  No.  300. 


35 


come  into  use.  The  excise  tax  is  given  in  detail  earlier  in  this 
report  as  a  percentage  of  gross  receipts,  this  percentage  varying 
with  the  average  receipts  per  mile  of  track  and  increasing  from 
1  per  cent,  where  average  receipts  are  $4,000  or  less  to  3  per 
cent,  where  the  average  receipts  per  mile  are  $28,000  or  more. 
For  example,  a  small  town  having  within  its  limits  the  tracks 
of  a  large  company  operating  in  a  near-by  city  may  receive  for 
its  share  of  the  excise  tax  a  revenue  based  on  a  relatively  high 
percentage  of  the  gross  earnings,  while  another  small  town  with 
similar  mileage  and  track  conditions  may  be  located  on  a  street 
railway  having  a  much  smaller  gross  income  per  mile  of  track. 
The  second  town  would  therefore  receive  a  sum  considerably 
smaller  than  the  first  town  for  its  share  of  the  excise  tax. 
There  is  a  town  having  10  miles  of  track  which  receives  between 
$3,500  and  $4,000  as  its  share  of  the  excise  tax,  while  a  second 
town  having  the  same  mileage  receives  only  a  little  over  $2,000 
as  an  excise  tax  from  another  company,  and  whereas  a  third 
town  with  the  same  mileage  receives  less  than  $300  as  its  share 
of  the  excise  tax.  The  first  of  these  towns  receives  about  thir- 
teen times  as  much  per  mile  of  track  as  does  the  third,  namely, 
$400  per  mile  of  track  against  $30  per  mile.  While  it  cannot  be 
said  that  traffic  conditions  are  necessarily  the  same,  the  cost  of 
highway  maintenance  does  not  vary  by  1,300  per  cent.,  as 
shown  in  these  figures. 

No  allowance  is  now  made  for  the  fact  that  it  costs  much 
more  to  maintain  a  city  pavement  than  a  country  road.  In 
many  cases  the  street  railway  runs  at  the  side  of  the  highway, 
where  little  maintenance  expense  is  necessary. 

The  excise  tax  paid  to  certain  towns  in  1916,  compared  with 
the  money  paid  for  the  entire  maintenance  of  highways  in  the 
same  towns  for  the  year  ending  Dec.  31,  1914,  the  last  year  for 
which  we  have  figures,  shows  that  one  town  paid  in  1914,  $2,751 
for  maintenance  of  highways,  and  in  1916  received  $1,358  from 
the  excise  tax.  In  this  town  only  13  per  cent,  of  the  highways 
contained  street  railway  tracks.  Since  the  portion  of  the  high- 
way actually  occupied  by  the  tracks  in  a  town  would  generally 
not  be  over  40  per  cent.,  it  is  safe  to  say  that  in  this  tow^n  only 
5  per  cent,  of  the  area  of  its  highways  contained  tracks,  while 
for  this  5  per  cent,  of  highways  the  amount  received  was  equal 


!  ! 


i< 


'■'  I 


il 


'  'li 


36 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


to  nearly  one-half  of  the  total  expenditures  for  highways.  An- 
other town  received  $2,130  from  the  excise  tax  and  spent  $2,561 
for  the  entire  cost  of  maintenance  of  highways.  In  this  town 
the  percentage  of  the  length  of  highways  in  which  street  railway 
tracks  are  located  is  15  per  cent.  In  the  case  of  one  unprofit- 
able line  the  taxes  amounted  to  more  than  the  gross  earnings. 
In  its  report  in  1916  to  the  Legislature  on  the  statutes  relative 
to  the  repair  and  maintenance  of  highways  in  which  street  rail- 
ways are  located,  the  Public  Service  Commission  included  a 
table  showing  valuable  information  on  this  subject.  Additional 
information  can  be  obtained  from  many  sources  proving  that 
the  excise  tax  neither  relieves  the  street  railways  from  many 
burdens  relative  to  repair  and  maintenance  of  highways,  nor  is 
equitable  as  far  as  the  individual  cities  and  towns  are  concerned, 
although  if  the  companies  had  been  relieved  of  the  burdens  as 
intended  the  aggregate  may  have  been  entirely  fair. 

Aside  from  the  matter  of  the  excise  tax  and  its  distribution, 
the  general  question  arises  as  to  the  equity  of  the  various  re- 
quirements made  on  the  street  railways  relative  to  the  high- 
ways, whether  these  requirements  be  in  the  form  of  work  to  be 
done  on  the  highways  by  the  companies  themselves,  or  whether 
a  tax  is  assessed  as  a  commutation  of  such  duties. 

The  presence  of  street  railway  tracks  in  a  street  causes  some 
expense  to  a  municipality.  The  expense  may  be  due  to  the 
actual  deterioration  of  the  pavement  near  the  rails,  as  well  as 
to  the  wear  due  to  the  increased  vehicular  traffic  on  the  portion 
of  the  pavement  outside  the  tracks.  The  question  then  arises 
as  to  what  is  a  fair  estimate  of  the  paving  expense,  chargeable 
to  the  street  railway,  due  to  the  actual  presence  of  the  track. 
The  expense  of  laying  an  improved  type  of  pavement  is  not  an 
equitable  charge  to  the  company.  The  cost  of  complete  re- 
newal of  pavement  even  of  the  same  type  should  not  always  be 
shared  by  the  street  railway. 

If  the  street  railway  is  required  to  pay  a  sum  greater  than  is 
actually  required  to  repair  the  pavements  that  have  actually 
been  deteriorated  by  its  presence,  the  real  result  is  that  the  car 
riders  are  paying  a  tax  which  should  be  borne  by  the  com- 
munity. 

Is  it  fair  to  ask  the  person  who  rides  in  the  street  car  to  pay 


1918.] 


SENATE  —  No.  300. 


37 


some  of  the  taxes  which  should  be  paid  by  the  automobile 
rider?  Local  authorities  can  reduce  the  tax  rate  in  their  munic- 
ipality by  this  expedient,  and  there  is  little  doubt  but  what  it 
has  been  done  to  some  extent  in  the  past.  Unfortunately,  few 
people  have  appreciated  this  fact,  and  so  have  permitted  an 
unfair  system  to  develop,  which  can  only  be  remedied  by  a 
complete  understanding  of  the  situation  now  confronting  the 
street  railways,  and  an  urgent  desire  to  eradicate  the  past 
defects. 

4.     Improvements  in  Service. 
With  the  development  of  street  railways,  the  car  rider  has  re- 
ceived quicker  and  more  comfortable  transportation.     The  first 
horse  cars  were  unheated  and  had  straw  on  the  floors.    To-day 
in  Boston,  and  probably  throughout  the  entire  State,  cars  are 
heated  by  electricity  at  high  cost.    Other  cities  still  use  stoves 
in  the  cars  at  a  less  cost.    Would  the  Massachusetts  public  be 
willing  to  substitute  stoves  for  the  present  electrically  produced 
heat  which  warms  the  car  in  a  uniform  and  satisfactory  man- 
ner?     Within  a  few  months  a  New  York  rapid  transit  line 
asked  the  Public  Service  Commission  for  permission  to  reduce 
heat  in  the  cars  to  a  certain  point,  in  order  to  save  fuel,  making 
use  of  the  so-called  "animal  heat"  of  the  passengers.    Permis- 
sion was  granted  and  the  experiment  resulted  in  a  vigorous 
protest.    The  issue  was  reflected  in  a  mayoralty  campaign,  and 
the  Public  Service  Commissioners  were  threatened  with  removal 
from  office  for  granting  such  permission.     This  illustrates  to 
what  an  extent  the  improvements  and  comforts  of  service  of 
yesterday  become  the  necessities  of  to-day.     In  many  other 
ways  the  comfort  of  the  car  rider  has  increased  during  recent 
years. 

The  development  of  the  rapid  transit  system  in  Boston  has 
been  marked.  Over  $50,000,000  has  been  expended  in  the  ele- 
vated and  subway  lines  operated  by  the  Boston  Elevated  Rail- 
way. The  annual  rental  paid  for  these  subways  will  be  in  the 
vicinity  of  $2,000,000  when  the  Dorchester  tunnel  is  completed. 
Thus  the  entire  receipts  from  the  transportation  of  40,000,000 
passengers  every  year  on  the  Boston  Elevated  system  are  paid 
for  rental  of  subways  alone.  In  no  other  large  city  in  this  country, 
probably  in  the  world,  is  there  so  complete  a  system  of  free 


!  :i 


r 


W  i 


!!  t  ^ 


i 


li 


11' 


I 


38 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


transfer  between  surface  and  rapid  transit  lines  as  in  Boston. 
What  this  means  can  be  understood  by  visits  to  other  large 
cities,  where  the  surface  lines  are  run  to  a  great  extent  inde- 
pendently of  the  rapid  transit  lines.  There  are  no  systems  in 
the  country  which  have  transfer  stations  at  non-enclosed  areas 
on  such  a  large  scale  as  the  Boston  Elevated  has.  Central 
Square,  Cambridge,  furnishes  a  prominent  example.  At  points 
such  as  this  the  public  transacts  much  business  without  the 
necessity  of  an  additional  fare,  such  as  would  be  exacted  in 
many  cities. 

It  should  be  noted  that  nearly  one-half  of  the  car  riders  in  the 
State  are  carried  on  the  lines  of  the  Boston  Elevated.  Photo- 
graphs are  shown  in  this  report  illustrating  the  development  of 
the  street  car,  from  the  horse  car  of  the  early  days  to  the  latest 
type  of  center-entrance  prepayment  cars  recently  put  in  opera- 
tion in  Boston. 

Similar  improvements  in  service,  both  as  to  comfort  and 
speed,  have  been  made  in  nearly  all  parts  of  the  State.  The 
cost  of  these  improvements  has  been  represented  in  general  by 
capital  investments,  since  at  no  time  have  the  earnings  been 
sufficient  to  meet  these  additional  burdens.  Many  operating 
economies  have  been  attained  through  the  use  of  rapid  transit 
lines,  improved  equipment,  etc.  In  connection  with  the  con- 
struction of  the  subways  and  the  increase  in  real  estate  values, 
it  is  unfortunate  that  a  private  company  such  as  the  Boston 
Elevated  should  have  been  used  to  boom  real  estate.  The  con- 
struction of  the  subways  —  particularly,  perhaps,  the  Boylston 
Street  and  the  Cambridge  subways  — has  increased  the  values  of 
real  estate  to  a  great  extent.  In  other  cities,  Cleveland,  for  in- 
stance, the  opposite  methods  have  been  employed.  When  real 
estate  promoters  desired  to  enhance  the  value  of  their  land  by 
providing  transportation  facilities  they  furnished  money  to  the 
street  railways  to  build  the  desired  extensions,  and  in  some 
cases  paid  deficits  on  these  lines  until  they  became  paying  parts 
of  the  property.  This  seems  a  much  sounder  principle  than 
the  real  estate  situation  resulting  in  and  near  Boston  from  the 
construction  of  the  subways. 


1918.] 


SENATE  —  No.  300. 


39 


5.  Non-paying  Lines.  . 
The  history  of  street  railway  development  throughout  the 
country  has  shown  very  clearly  that  many  lines  have  been  built 
which  should  never  have  been  constructed.  In  the  early  days 
of  electric  railways  prospects  looked  good  both  to  the  promoter 
and  investor.  It  appeared  that  electric  railways  could  make 
money  almost  anywhere.  Consequently  lines  were  surveyed, 
constructed  and  placed  in  operation  fifteen  years  ago  which 
to-day  cannot  earn  their  operating  expenses  and  fixed  charges. 
In  many  cases  these  lines  probably  have  never  paid  any  divi- 
dends. These  non-paying  lines  may  be  divided  into  two  general 
classes,  —  first,  those  that  are  independent,  and  second,  those 
that  have  been  merged  into  the  larger  companies.  In  the  first 
case  the  lines  have  struggled  along  with  fares  increased,  per- 
haps, as  high  as  they  could  go  without  resulting  in  a  decreased 
gross  revenue.  Ultimately,  however,  these  lines  have  been 
forced  into  the  hands  of  receivers,  or  else  sold  directly  to  the 
junk  dealer. 

In  the  second  case  the  lines  have  been  granted  a  new  lease  of 
life  at  the  expense  of  the  parent  company.  Often,  however, 
these  non-paying  lines  were  purchased  at  a  good  figure,  in 
order  to  successfully  carry  out  the  desired  consolidation.  As  an 
example  of  these  non-paying  lines,  the  Bay  State  calls  attention 
to  the  fact  that  it  costs  nearly  50  cents  per  passenger  on  the 
Billerica  branch.  On  another  line  it  was  stated  that  the  taxes 
alone  amounted  to  more  than  the  gross  receipts. 

A  greatly  increased  fare  does  not  provide  a  solution  for  such 
lines,  since  there  is  a  limit  beyond  which  fares  cannot  go  with- 
out an  actual  decrease  in  gross  revenue.  The  alternatives  re- 
maining are  (1)  to  tear  up  the  rails  for  junk,  (2)  to  carry  the 
burden  of  the  non-paying  line  by  some  other  portion  of  the 
system,  (3)  to  reduce  expenses  by  the  operation  of  one-man 
cars  or  automobiles  equipped  to  run  on  the  rails,  or  (4)  in  case 
the  continuance  of  the  line  is  sufficiently  important  to  the 
community  the  company  could  receive  some  form  of  subsidy 
or  community  assistance.  The  Commission  has  studied  the  so- 
called  trackless  trolley  in  this  connection,  but  does  not  believe 
that  it  can  express  an  opinion  on  matters  that  are  purely  oper- 
ating in  their  essence. 


I 


A 


i  ♦ 


40 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


I 


6.     Failure  to  provide  for  Depreciation  and  Obsolescence. 

The  first  question  that  arises  when  street  railways  fail  to  pay 
dividends  is  whether  they  are  overcapitalized,  due  to  the  issue 
of  stock  without  a  corresponding  actual  investment  in  the 
property.  This  Commission  has,  like  other  commissions  study- 
ing this  subject,  reached  the  conclusion  that  the  capitalization 
of  the  Massachusetts  street  railways  does  not  include  any-  con- 
siderable amount  of  watered  stock.  In  certain  individual  cases 
the  capitalization  did  contain  a  certain  amount  of  watered 
stock.  This  amount,  however,  is  probably  negligible  as  com- 
pared with  the  entire  capitalization.  The  Board  of  Railroad 
Commissioners  have  had  in  the  past,  and  the  Public  Service 
Commission  at  present  have,  considerable  authority  over  the 
issue  of  stock.  Only  before  1893  or  1894  did  the  Railroad  Com- 
missioners lack  sufficient  powers  to  properly  supervise  the  issu- 
ance of  stocks.  At  that  time  the  total  investment  in  the  street 
railways  amounted  to  only  $50,000,000,  of  which  about  half 
was  capital  stock,  compared  with  nearly  $227,000,000  invested 
in  1916. 

In  1912  the  net  capitalization  per  mile  of  track  in  Massachu- 
setts was  $57,800  as  compared  with  $185,600  for  New  York, 
$131,800  for  Pennsylvania,  $72,200  for  Ohio  and  $78,400  for 
Indiana.  The  average  for  New  England  at  that  date  was 
$61,600,  and  for  the  entire  United  States,  $104,900.  In  1916 
the  capitalization  per  mile  of  main  track  in  Massachusetts  was 
$69,935.  Excluding  the  Boston  Elevated,  which  had  a  capital- 
ization of  $1,337,648,  due  to  its  rapid  transit  lines,  the  average 
for  the  remaining  street  railways  in  the  State  was  $52,111. 

The  question  then  presents  itself  whether  the  existing  capi- 
talization bears  a  fair  relation  to  the  value  of  the  property. 
The  question  also  arises  to  what  extent,  if  any,  should  dividends 
be  paid  on  stock  issued  originally  for  equipment  which  has 
since  been  discarded.  A  more  complete  investigation  relative 
to  the  subject  of  depreciation  and  obsolescence  is  necessary  in 
order  to  obtain  a  clear  understanding  of  this  phase  of  the  ques- 
tion. The  following  material,  dealing  with  depreciation  and  its 
relation  to  capitalization,  has  therefore  been  included  in  this 
report. 


m^ 


^ 


■  , 


• 


i! 


INTENTIONAL  SECOND  EXPOSURE 


40 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


6.     Failure  to  provide  for  Depreciation  and  Obsolescence. 

The  first  question  that  arises  when  street  railways  fail  to  pay 
dividends  is  whether  they  are  overcapitalized,  due  to  the  issue 
of  stock  without  a  corresponding  actual  investment  in  the 
property.  This  Commission  has,  like  other  commissions  study- 
ing this  subject,  reached  the  conclusion  that  the  capitalization 
of  the  Massachusetts  street  railways  does  not  include  any-  con- 
siderable amount  of  watered  stock.  In  certain  individual  cases 
the  capitalization  did  contain  a  certain  amount  of  watered 
stock.  This  amount,  however,  is  probably  negligible  as  com- 
pared with  the  entire  capitalization.  The  Board  of  Railroad 
Commissioners  have  had  in  the  past,  and  the  Public  Service 
Commission  at  present  have,  considerable  authority  over  the 
issue  of  stock.  Only  before  1893  or  1894  did  the  Railroad  Com- 
missioners lack  sufficient  powers  to  properly  supervise  the  issu- 
ance of  stocks.  At  that  time  the  total  investm.ent  in  the  street 
railways  amounted  to  only  $50,000,000,  of  which  about  half 
was  capital  stock,  compared  with  nearly  $227,000,000  invested 
in  1916. 

In  1912  the  net  capitalization  per  mile  of  track  in  Massachu- 
setts was  $57,800  as  compared  with  $185,600  for  New  York, 
$131,800  for  Pennsylvania,  $72,200  for  Ohio  and  $78,400  for 
Indiana.  The  average  for  New  England  at  that  date  was 
$61,600,  and  for  the  entire  United  States,  $104,900.  In  1916 
the  capitalization  per  mile  of  main  track  in  Massachusetts  was 
$69,935.  Excluding  the  Boston  Elevated,  which  had  a  capital- 
ization of  $1,337,648,  due  to  its  rapid  transit  lines,  the  average 
for  the  remaining  street  railways  in  the  State  was  $52,111. 

The  question  then  presents  itself  whether  the  existing  capi- 
talization bears  a  fair  relation  to  the  value  of  the  property. 
The  question  also  arises  to  what  extent,  if  any,  should  dividends 
be  paid  on  stock  issued  originally  for  equipment  which  has 
since  been  discarded.  A  more  complete  investigation  relative 
to  the  subject  of  depreciation  and  obsolescence  is  necessary  in 
order  to  obtain  a  clear  understanding  of  this  phase  of  the  ques- 
tion. The  following  material,  dealing  with  depreciation  and  its 
relation  to  capitalization,  has  therefore  been  included  in  this 
report. 


Ifi 


1 ' 


I    •: 


(   ^ 


1918.] 


SENATE  —  No.  300. 


41 


I 


1^ 


ii>i 


It  is  unfortunate  that  Massachusetts  street  railways  have 
not  set  aside  from  earnings  a  sum  sufficient  to  provide  for  de- 
preciation and  obsolescence,  —  not  merely  providing  for  re- 
newals of  machines  and  the  purchase  of  new  and  improved 
types  of  cars  to  replace  worn-out  or  obsolete  cars,  and  more 
efficient  units  in  the  power  plants,  but  also  laying  aside  each 
year  a  fund  adequate  to  meet  the  estimated  depreciation.  As 
the  art  of  railroading  has  advanced,  old  types  of  equipment  have 
been  replaced  by  more  improved  types,  even  though  in  many 
cases  the  change  was  made  not  because  the  old  equipment  was 
worn  out,  but  merely  because  it  was  more  economical  to  operate 
with  equipment  designed  according  to  later  practice,  or  because 
the  greater  convenience  and  comfort  of  the  public  rendered 
such  new  equipment  desirable. 

The  street  railways  of  Massachusetts  have  acted  in  this  re- 
spect in  the  same  manner  as  street  railways  in  other  portions  of 
the  country.  This  Commission  has  found  that  no  street  rail- 
ways have  set  aside  a  sum  sufficient  to  take  care  of  these  items 
of  depreciation  and  obsolescence.  The  various  regulatory  com- 
missions, including  the  Interstate  Commerce  Commission,  have 
made  their  recommendations  rather  vague  on  this  subject,  and 
have  apparently  dodged  the  issue  of  absolutely  requiring  any 
sufficient  sum  set  aside  for  this  purpose.  In  case  a  new  type  of 
car  was  purchased  it  has  been  customary  to  capitalize  the  differ- 
ence between  the  cost  of  this  car  and  the  first  cost  of  the  old 
car  which  it  replaced.  In  many  cases,  however,  the  entire  cost 
of  the  new  cars  has  been  capitalized.  Thus,  the  property  repre- 
sented by  some  of  the  invested  capital  has  been  withdrawn  from 
service  without  a  corresponding  reduction  in  the  outstanding 
securities.  To  this  extent,  then,  have  dividends  been  paid  on 
unused  and  obsolete  property.  Identical  results  have  been 
found  relative  to  the  steam  railroads. 

This  failure  to  provide  for  proper  depreciation  and  obsoles- 
cence has  been  fully  realized  only  during  the  past  few  years. 
Under  the  conditions  of  to-day,  where  the  costs  of  labor  and 
material  are  so  high,  the  failure  to  provide  for  depreciation  is 
the  more  marked. 

No  one  set  of  persons  is  responsible  for  this  condition.  The 
Massachusetts  street  railways  have  surely  been  at  fault,  but  no 


f$ 


i«l 


is 


I 


42 


HEPORT  ON  STREET  RAILWAYS. 


[Feb. 


more  so  than  the  street  railways  throughout  the  country. 
Moreover,  the  Public  Service,  or  similar  commissions  in  the 
various  States,  has  never  required  the  street  railways  to  set 
aside  sufficient  sums  for  this  purpose.  Changes  have  been  so 
rapid  in  the  art  of  street  railroading  that  it  would  have  been 
impossible  to  determine  just  how  much  money  should  have  been 
set  aside  for  these  purposes.  But  the  fact  remains  that  a  sum 
should  have  been  set  aside  to  cover  depreciation  and  obsoles- 
cence. 

This  is  no  time  to  elaborate  on  the  mistakes  of  the  past,  ex- 
cepting in  so  far  as  it  may  be  necessary  in  order  to  show  what 
effect  these  errors  of  judgment  have  had  in  bringing  about  the 
conditions  now  confronting  the  street  railways.  In  some  of  the 
recent  franchises  granted  to  street  railways  there  has  been  a 
definite  attempt  made  to  provide  for  a  substantial  depreciation 
fund  to  be  set  aside  out  of  earnings.  In  Dallas,  Tex.,  a  new 
franchise  has  been  put  into  operation  within  the  last  few 
months.  The  Dallas  plan,  mentioned  elsewhere  in  the  report, 
represents  one  of  the  latest  types  of  the  so-called  service-at-cost 

plans. 

The  Dallas  franchise  provides  for  a  repair,  maintenance  and 
depreciation  reserve.  The  following  quotation  from  the  fran- 
chise outlines  the  purpose  of  this  reserve :  — 


The  grantee  covenants  that  it  will  at  all  times  keep  all  its  property, 
including  the  property  embraced  in  said  lease  from  Northern  Texas  Trac- 
tion Company,  in  good  and  businesslike  order  and  repair,  and,  as  a  whole, 
in  condition  to  give  effective  service.  To  this  end,  and  to  the  end  also 
that  replacements  and  renewals  may  be  made  from  time  to  time  as  neces- 
sary to  maintain  the  property  in  such  condition,  and  to  offset  deprecia- 
tion in  the  physical  condition  of  the  property  as  a  whole,  and  that  new 
types  of  equipment  may  be  introduced  to  supersede  those  that  become 
antiquated  or  obsolete  according  to  commonly  accepted  commercial 
standards  in  the  business,  the  grantee  will  set  up,  in  the  manner  herein- 
after provided,  a  repair,  maintenance  and  depreciation  reserve,  and  will 
use  the  same  when  and  to  the  extent  necessary  for  such  purposes  and  for 
those  purposes  only,  save  as  herein  otherwise  provided. 

It  is  provided  that  at  the  beginning  of  each  calendar  month 
the  company  shall,  after  paying  the  operating  expenses,  apply 
toward  the  creation  and  maintenance  of  the  repair,  maintenance 


I! 


1918.] 


SENATE  —  No.  300. 


43 


and  depreciation  reserve  an  amount  equal  to  10  per  cent,  of  the 
gross  receipts  for  such  month.  It  is  next  provided  that  after 
certain  payments  to  the  accident  reserve,  a  dividend  amounting 
to  5  per  cent,  per  annum,  that  is,  five-twelfths  of  1  per  cent,  for 
such  month,  shall  be  paid  on  the  property  value.  It  is  further 
provided  that  for  every  additional  one-twelfth  of  1  per  cent,  set 
aside  for  the  payment  of  dividends  on  property  value  there  shall 
be  added  to  the  repair,  maintenance  and  depreciation  reserve  an 
amount  equal  to  3  per  cent,  of  the  gross  receipts  for  such  month. 
After  all  the  foregoing  payments  have  been  made,  the  balance 
of  the  gross  receipts  for  the  month  shall  be  added  to  the  repair, 
maintenance  and  depreciation  reserve  until  total  additions  from 
all  sources  for  the  then  current  calendar  year  shall  amount  to 
18  per  cent,  of  the  gross  receipts  during  such  year.  The  repair, 
maintenance  and  depreciation  reserve  shall  be  considered  nor- 
mal whenever  the  amount  equals  6  per  cent,  of  the  contempora- 
neous property  value,  until  such  time  as  the  fares  are  reduced 
to  Item  B  on  the  fare  schedule.  After  such  time  this  reserve 
shall  be  considered  normal  when  the  amount  equals  or  exceeds 
10  per  cent,  of  the  contemporaneous  property  value.  Whenever 
this  reserve  is  maintained  at  normal  the  company  may  pay  the 
full  amount  of  the  then  allowed  rate  of  return  on  the  property 
value. 

Summarizing,  the  Dallas  plan  provides  for  the  payment  of 
5  per  cent,  dividends  after  a  certain  sum  (10  per  cent,  of  the 
gross  receipts  for  the  month),  has  been  set  aside  for  the  repair, 
maintenance  and  depreciation  reserve.  Further  payments  in 
dividends  are  then  authorized  only  as  the  repair,  maintenance 
and  depreciation  reserve  is  also  increased,  the  normal  amount 
of  such  reserve  being  increased  if  it  is  below  normal.  The 
normal  amount  of  such  reserve  is  6  per  cent,  of  the  property 
value  on  the  top  schedule  of  fares,  and  10  per  cent,  of  the 
property  value  if  the  next  lower  schedule  of  fares  is  in  opera- 
tion. 

The  Cleveland  service-at-cost  plan  provides  for  a  mainte- 
nance and  renewal  fund.  The  following  quotation  from  the 
franchise  shows  the  purpose  for  which  this  fund  is  provided:  — 

The  intent  hereof  with  regard  to  the  sum  authorized  by  section  20 
hereof  to  be  set  aside  for  maintenance,  depreciation  and  renewal  is  to 


f 
i! 


I 


,! 


ii 


\ 


! 


V 


44 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


enable  the  company  to  maintain,  renew,  replace,  preserve  and  keep  its 
railway  system  and  property,  and  every  part  thereof,  and  all  extensions, 
betterments  and  permanent  improvements  hereafter  made  pursuant 
hereto,  in  good  condition,  thorough  repair  and  working  order,  the  standard 
of  such  condition,  repair  and  working  order  being  an  average  for  the  entire 
system  of  70  per  cent,  of  its  reproduction  value. 

This  fund  is  maintained  by  setting  aside  a  certain  sum  per 
car-mile  operated.  The  car  miles  are  defined  as  revenue  miles, 
exclusive  of  car-house  and  car-yard  miles,  made  by  cars 
equipped  with  motors,  and  60  per  cent,  of  the  said  rate  of  simi- 
lar miles  made  by  trailers.  It  is  provided  that  in  January, 
February,  March,  April,  May  and  December  4  cents  per  car- 
mile  shall  be  thus  set  aside;  in  November,  5  cents  per  car-mile; 
and  in  June,  July,  August,  September  and  October,  6  cents  per 
car-mile.  It  is  further  provided  that  the  amounts  set  aside  per 
car-mile  for  maintenance  and  renewal  may  be  increased  or  de- 
creased by  agreement  between  the  city  and  the  company,  or, 
in  the  event  of  disagreement,  such  increase  or  decrease  in  the 
car-mile  allowance  shall  be  submitted  to  arbitration.  The  sum 
so  set  aside  shall,  if  not  needed  for  immediate  maintenance  or 
renewals,  be  accumulated,  and  may  from  time  to  time  be  in- 
vested in  the  bonds  of  the  company  or  in  the  payment  of  its 
floating  indebtedness  to  the  extent  that  the  same  form  part  of 
the  capital  value  of  the  company. 

In  the  ordinance  adopted  in  Kansas  City,  Mo.,  it  is  provided 
that  at  the  beginning  of  each  fiscal  year  the  board  of  control 
shall  determine  what  percentage  of  the  gross  earnings  for  that 
year  shall  be  used  during  that  year  for  maintenance,  renewals 
and  depreciation.  The  amounts  so  determined  for  any  year 
for  maintenance,  etc.,  shall  not  be  less  than  16  per  cent,  of  the 
gross  earnings  in  the  previous  year.  If  the  full  percentages  of 
the  gross  earnings  assigned  for  this  purpose  shall  not  be  actu- 
ally expended,  the  balance  shall  be  set  aside  for  the  same  pur- 
poses during  the  next  or  any  succeeding  year.  It  is  provided 
that  the  percentages  fixed  as  above  shall  in  no  wise  limit  the 
obligations  of  the  company  to  keep  the  property  in  first-class 
condition. 

The  allowance  provided  in  the  above  franchises  show  clearly 
what  a  considerable  sum  of  money  is  now  considered  necessary 


!# 


i 


if'ii 


'•  .'J 


•r 


INTENTIONAL  SECOND  EXPOSURE 


44 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


enable  the  company  to  maintain,  renew,  replace,  preserve  and  keep  its 
railway  system  and  property,  and  every  part  thereof,  and  all  extensions, 
betterments  and  permanent  improvements  hereafter  made  pursuant 
hereto,  in  good  condition,  thorough  repair  and  working  order,  the  standard 
of  such  condition,  repair  and  working  order  being  an  average  for  the  entire 
system  of  70  per  cent,  of  its  reproduction  value. 

This  fund  is  maintained  by  setting  aside  a  certain  sum  per 
car-mile  operated.  The  car  miles  are  defined  as  revenue  miles, 
exclusive  of  car-house  and  car-vard  miles,  made  bv  cars 
equipped  with  motors,  and  60  per  cent,  of  the  said  rate  of  simi- 
lar miles  made  by  trailers.  It  is  provided  that  in  January, 
February,  ]\Iarch,  April,  May  and  December  4  cents  per  car- 
mile  shall  be  thus  set  aside;  in  November,  5  cents  per  car-mile; 
and  in  June,  July,  August,  September  and  October,  6  cents  per 
car-mile.  It  is  further  provided  that  the  amounts  set  aside  per 
car-mile  for  maintenance  and  renewal  may  be  increased  or  de- 
creased by  agreement  between  the  city  and  the  company,  or, 
in  the  event  of  disagreement,  such  increase  or  decrease  in  the 
car-mile  allowance  shall  be  submitted  to  arbitration.  The  sum 
so  set  aside  shall,  if  not  needed  for  immediate  maintenance  or 
renewals,  be  accumulated,  and  may  from  time  to  time  be  in- 
vested in  the  bonds  of  the  company  or  in  the  payment  of  its 
floating  indebtedness  to  the  extent  that  the  same  form  part  of 
the  capital  value  of  the  company. 

In  the  ordinance  adopted  in  Kansas  City,  ]\Io.,  it  is  provided 
that  at  the  beginning  of  each  fiscal  year  the  board  of  control 
shall  determine  what  percentage  of  the  gross  earnings  for  that 
year  shall  be  used  during  that  year  for  maintenance,  renewals 
and  depreciation.  The  amounts  so  determined  for  any  year 
for  maintenance,  etc.,  shall  not  be  less  than  16  per  cent,  of  the 
gross  earnings  in  the  previous  year.  If  tlie  full  percentages  of 
the  gross  earnings  assigned  for  this  purpose  shall  not  be  actu- 
ally expended,  the  balance  shall  be  set  aside  for  the  same  pur- 
poses during  the  next  or  any  succeeding  year.  It  is  provided 
that  the  percentages  fixed  as  above  shall  in  no  wise  limit  the 
obligations  of  the  company  to  keep  the  property  in  first-class 
condition. 

The  allowance  provided  in  the  above  franchises  show  clearly 
what  a  considerable  sum  of  money  is  now  considered  necessary 


ll 


:    I  V 


j 


!  : 


1918.] 


SENATE  —  No.  300. 


45 


to  make  proper  allowance  for  depreciation  and  obsolescence. 
Any  attempt  at  a  solution  of  the  street  railway  problems  in 
Massachusetts  which  does  not  provide  for  the  setting  aside  of 
some  such  substantial  sum  cannot  provide  a  satisfactory  solu- 
tion. Any  such  remedies  would  be  merely  temporary,  and 
within  a  few  years  the  same  problems  would  appear  in  an  even 
more  intensified  fashion. 

In  the  consideration  of  depreciation  and  obsolescence  the 
matter  of  rehabilitation  of  lines  has  not  been  mentioned  specifi- 
cally. These  matters  are  closely  allied.  All  of  the  recent  plans, 
such  as  those  of  Cleveland,  Dallas  and  others,  make  provision 
for  the  expenditure  of  a  considerable  amount  of  money  dis- 
tributed over  a  short  period  of  years  for  a  rehabilitation  and 
extension  of  lines.  It  is  generally  provided,  also,  that  the 
cities  shall  have  considerable  voice  as  to  the  conditions  under 
which  such  expenditures  shall  be  made. 

Summarizing,  it  is  admitted  by  all  that  the  street  railways  in 
Massachusetts,  as  well  as  elsewhere,  have  not  made  proper 
provision  for  depreciation  in  the  past.  The  street  railways  are 
in  part  to  blame  for  lack  of  foresight  and  judgment.  This  error 
has  been  made  by  the  street  railways  in  all  parts  of  the  country. 

The  regulatory  commissions  should  have  required  funds  set 
aside  for  depreciation,  but  this  same  failure  has  been  made  by 
other  regulatory  commissions  elsewhere. 

7.    Lack  of  Co-operation  between  the  Street  Railways  and  the 

Public. 

As  mentioned  earlier  in  this  report  there  has  been  little  ap- 
preciation of  the  fact  that  the  public  and  the  street  railways 
are  really  partners  in  the  transportation  business.  A  spirit  of 
fair  play  should  then  be  exhibited  by  both  parties  at  all  times. 

This  Commission  has  visited  the  more  important  cities  in  the 
United  States,  studying  transportation  conditions  and  discuss- 
mg  the  various  street  railway  problems  with  the  street  railway 
and  the  public  officials.  The  Commission  has  found  that  wher- 
ever there  is  co-operation  between  the  public  and  the  street 
railways,  such  co-operation  is  reflected  in  the  resulting  street 
car  service. 

Cleveland  has  been  pointed  out  as  the  city  where  a  3-cent 


Ir 

Mr 


f 
Si  > 


46 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


47 


>fV        J  ■ 


»  I 


fare  prevails.  Although  Cleveland  does  not  in  reality  have  a 
3-cent  fare,  as  will  be  discussed  later,  it  has  progressed  as  much 
or  more  than  anv  other  American  citv  in  the  solution  of  certain 
of  its  street  railway  problems.  A  service-at-cost  plan  is  in  oper- 
ation in  Cleveland.  The  main  features  of  this  plan  are  that  the 
street  railway  is  assured  a  definite  rate  of  return  on  a  fixed  in- 
vestment value,  and  that  a  sliding  schedule  of  fares  is  arranged. 
If  a  certain  fare  does  not  provide  the  proper  revenue,  a  fare 
slightly  higher  is  put  into  effect.  If,  however,  the  particular 
fare  in  operation  yields  more  than  the  specified  return,  the  next 
lower  fare  goes  into  effect.  There  is  a  reserve  fund  which  acts 
as  a  balance  or  buffer  to  the  system,  preventing  constant  fluc- 
tuations of  fares  due  to  seasonal  conditions,  etc.,  but  so  arranged 
that  substantial  decreases  or  increases  in  the  fund  automatically 
bring  into  action  higher  or  lower  fares,  as  the  case  may  be.  At 
the  present  time  the  cash  fare  is  4  cents,  three  tickets  are  sold 
for  10  cents,  and  a  charge  of  1  cent  is  made  for  a  transfer  with 
no  rebate.  When  this  plan  was  first  put  into  operation  the  fare 
was  3  cents  cash  fare,  1  cent  transfer,  no  rebate.  The  fare  re- 
mained at  this  figure,  except  for  a  short  time,  until  December, 
1917,  when  two  increase  steps  were  made  reaching  the  present 
rate  of  4  cents  cash  fare,  three  tickets  for  10  cents,  1  cent  trans- 
fer and  no  rebate.  A  realization  of  what  a  1-cent  charge  for  a 
transfer  means  should  convince  any  one  that  it  is  a  misnomer 
to  refer  to  such  a  schedule  as  a  3-cent  fare.  Moreover,  no 
change  is  given  in  Cleveland  by  the  conductor  if  a  nickel  is 
proffered  for  the  fare. 

Aside  from  the  matter  of  fares,  there  are  many  other  points 
of  interest  in  the  Cleveland  system.  The  city  appoints  a  street 
railway  commissioner  who  has  a  considerable  amount  of  control 
over  the  operation  of  the  lines  of  the  company.  In  this  city 
one  does  not  see  surface  cars  crawling  through  city  streets  be- 
hind a  string  of  vehicles.  The  patrons  of  the  railway  realize 
that  they  are  the  losers  when  traffic  is  delayed,  hence  the  street 
cars  have  the  right  of  way.  The  Commission  has  found  that  in 
similar  matters  the  public  appreciates  the  fact  that  the  quality 
of  the  street  car  service  is  governed  to  a  great  extent  by  the 
attitude  adopted  by  the  car  riders.  In  the  Cleveland  plan  ar- 
bitration proceedings  have  been  provided,  but  these  proceedings 
have  been  used  but  once,  and  then  in  a  friendly  fashion  on  a 


matter  concerning  the  wisdom  of  certain  expenditures  in  con- 
nection with  new  plant  or  equipment.  More  detailed  informa- 
tion concerning  Cleveland  may  be  found  in  Appendix  F. 

Dallas,  Tex.,  has  recently  adopted  a  service-at-cost  plan, 
involving  certain  features  of  the  Cleveland  plan.  At  Dallas 
the  plan  calls  for  a  sliding  dividend  rate  as  well  as  a  sliding 
scale  of  fares.  It  is  provided  in  this  plan  that  as  the  fares  are 
decreased  in  the  scale  the  dividend  rate  is  increased.  This  plan 
provides,  however,  that  the  maximum  rate  of  fare  shall  be  used 
at  the  start,  rather  than  having  the  fares  start  in  the  middle  of 
the  schedule  as  at  Cleveland.  Thus  at  Dallas  there  is  not  a 
definite  guarantee  that  the  maximum  allowed  dividend  rate  will 
be  maintained. 

Other  plans  involving  some  form  or  other  of  partnership  have 
been  put  into  operation  in  Des  Moines,  Kansas  City  and  other 
places. 

The  foregoing  has  been  given  to  illustrate  what  has  been  done 
in  other  cities  in  recognition  of  the  fact  that  the  public  and  the 
street  railways  should  be  partners.  Unfortunately,  these  con- 
ditions have  not  prevailed  in  Massachusetts.  It  has  been  a 
common  practice  in  this  State  for  the  public  to  look  upon  the 
street  railway  companies  as  objects  of  suspicion  and  dislike. 
Whether  or  not  there  has  been  any  justification  in  the  past  for 
such  a  feeling,  such  thoughts  at  the  present  time  form  a  barrier, 
which  until  surmounted  precludes  even  the  possibility  of  a  sat- 
isfactory solution.  The  actions  of  local  authorities  in  the  past 
in  making  unreasonable  requirements  on  the  street  railways, 
even  though  perhaps  legal,  have  seriously  hindered  street  rail- 
way development. 

In  other  cities  improved  service  has  been  attained  by  skip- 
stops,  limited  cars  in  rush  hours  and  similar  devices.  In  order 
that  such  schemes  will  result  in  improved  service  the  co-oper- 
tion  of  the  public  is  vitally  necessary.  The  following  note  from 
a  recent  Boston  daily  newspaper  is  interesting:  — 

In  these  days  of  restricted  passenger  transportation  in  the  United 
States,  and  the  rush  of  flying  wedges  of  humanity  through  terminal  sta- 
tions to  board  steam  and  trolley  cars,  it  might  be  well  to  recall  that  "they 
also  serve  who  only  stand  and  wait. ' '  Frequently  those  who  have  not  sought 
to  crowd  themselves  into  cars  already  filled,  but  have  stood  quietly  by 
and  waited  for  the  next  one,  have  found  better  accommodations,  and 


I 


i: 


I 


II 


( 


;i 


111 

'I 


I 


I  ! 


-   <^ 


n 


48 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


almost  as  speedy  service.  Transportation  officials  in  charge  of  the  trolley 
systems  in  large  cities  declare  that  20  per  cent,  of  the  delays  and  incon- 
veniences in  the  surface,  elevated  and  tunnel  service  is  due  to  the  in- 
sistence of  patrons  on  riding  on  the  first  car,  notwithstanding  another  is 
following  close  behind. 

While  these  matters  individually  may  appear  small  they  do 
constitute  a  considerable  factor  in  the  street  railway  service  in 
this  State,  and  any  remedy  which  may  be  applied  to  them  will 
certainly  result  in  better  transportation  conditions. 

The  Commission  believes  that  a  proper  consideration  of  these 
matters  can  readily  result  in  comprehensive  plans,  w^hich  will 
provide  increased  and  better  service,  and  will  make  provision 
for  a  rehabilitation  of  the  properties  of  the  street  railway  com- 
panies. 

Conclusions. 
After  a  careful  study  of  the  present  situation,  relative  to  the 
street  railways  in  this  Commonwealth  and  of  the  causes  leading 
up  to  these  conditions,  this  Commission  has  reached  certain 
definite  conclusions.  The  entire  problem  concerning  street  rail- 
ways must  be  approached  from  the  viewpoint  of  the  community 
of  interest  of  the  public  and  of  the  street  railway.  If  the  street 
railway  service  is  to  be  maintained,  improved  and  extended 
every  person  in  the  Commonwealth  must  be  brought  to  the 
realization  that  the  service  is  operated  in  his  interest  and  for  his 
benefit. 

Considerable  study  has  been  given  to  the  subject  of  public 
ownership  of  street  railways,  and  the  Commission  has  reached 
the  conclusion  that  public  ownership  at  this  time  is  unwise  in 
Massachusetts. 

Recommendations. 
The  Street  Railway  Investigation  Commission  makes  the  fol- 
low^ing  recommendations,  and  submits  in  Appendix  A  proposed 
legislation  embodying  these  recommendations. 

1.     Jitneys. 
This  Commission  recommends  that  the  so-called  jitney  be 
declared  a  common  carrier  and  placed  under  the  supervision  of 
the  Public  Service  Commission.    The  Public  Service  Commission 


L  ^ 

Jd  Jit  ■^ 
g  lO  « 

V  (0 


'yi 


:    i 


: 


I 


INTENTIONAL  SECOND  EXPOSURE 


48 


KEPORT  ON   STREET  RAILWAYS. 


[Feb. 


almost  as  speedy  service.  Transportation  officials  in  charge  of  the  trolley 
systems  in  large  cities  declare  that  20  per  cent,  of  the  delays  and  incon- 
veniences in  the  surface,  elevated  and  tunnel  service  is  due  to  the  in- 
sistence of  patrons  on  riding  on  the  first  car,  notwithstanding  another  is 
following  close  behind. 

While  these  matters  individually  may  appear  small  they  do 
constitute  a  considerable  factor  in  the  street  railway  service  in 
this  State,  and  any  remedy  which  may  be  applied  to  them  will 
certainly  result  in  better  transportation  conditions. 

The  Commission  believes  that  a  proper  consideration  of  these 
matters  can  readily  result  in  comprehensive  plans,  which  will 
provide  increased  and  better  service,  and  will  make  provision 
for  a  rehabilitation  of  the  properties  of  the  street  railway  com- 
panies. 

Conclusions. 

After  a  careful  study  of  the  present  situation,  relative  to  the 
street  railways  in  this  Commonwealth  and  of  the  causes  leading 
up  to  these  conditions,  this  Commission  has  reached  certain 
definite  conclusions.  The  entire  problem  concerning  street  rail- 
ways must  be  approached  from  the  viewpoint  of  the  community 
of  interest  of  the  public  and  of  the  street  railway.  If  the  street 
railway  service  is  to  be  maintained,  improved  and  extended 
every  person  in  the  Commonwealth  must  be  brought  to  the 
realization  that  the  service  is  operated  in  his  interest  and  for  his 
benefit. 

Considerable  study  has  been  given  to  the  subject  of  public 
ownership  of  street  railways,  and  the  Commission  has  reached 
the  conclusion  that  public  ownership  at  this  time  is  unwise  in 
Massachusetts. 

Recommendations. 

The  Street  Railway  Investigation  Commission  makes  the  fol- 
lowing recommendations,  and  submits  in  Appendix  A  proposed 
legislation  embodying  these  recommendations. 

1 .     Jitneys. 

This  Commission  recommends  that  the  so-called  jitney  be 
declared  a  common  carrier  and  placed  under  the  supervision  of 
the  Public  Service  Commission.    The  Public  Service  Commission 


' 


ii    ■■:  ^. 


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I 


Pit 


lifi 


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li! 


1918.] 


SENATE  —  No.  300. 


49 


shall,  if  it  deems  it  advisable,  bond  the  agencies  operating  such 
vehicles  to  such  extent  as  public  safety  may  require.  Proposed 
legislation  may  be  found  in  Appendix  A,  1. 

2.  Autos  operated  by  Street  Railways. 
This  Commission  recommends  that  the  street  railway  com- 
panies be  allowed  to  operate  motor  vehicles  (not  running  on 
rails  or  tracks)  as  auxiliaries  or  feeders.  Such  vehicles  shall  be 
placed  under  the  supervision  of  the  Public  Service  Commission 
to  the  same  extent  as  the  jitneys.  Proposed  legislation  will  be 
found  in  Appendix  A,  2. 

3.     Trolley  Freight, 

This  Commission  recommends  that  the  authority  to  grant 
permits  to  street  railways  to  become  common  carriers  of  news- 
papers, baggage,  express  matter  and  freight,  now  vested  in  the 
local  authorities,  shall  be  transferred  to  the  Public  Service 
Commission.  Proposed  legislation  will  be  found  in  Appendix 
A,  3. 

4.     Taxation  and  Highway  Maintenance, 

This  Commission  recommends  the  abolition  of  the  commuta- 
tion or  excise  tax  and  the  passage  of  an  act  requiring  street 
railways  to  maintain  in  good  repair,  but  not  to  renew  or  re- 
place, the  paving,  upper  planking  or  other  surface  material,  or 
the  base  thereof,  between  the  rails  and  tracks,  and,  in  the  case 
of  unpaved  streets,  for  18  inches  outside  the  rails.  When  this 
surface  is  renewed  or  replaced  by  the  municipality  it  shall 
assess  on  the  street  railway  company  one-half  of  the  labor  cost 
incurred  in  such  renewals  or  replacements  in  the  portion  of  the 
highways  between  the  tracks.  The  remainder  of  the  labor  cost 
and  the  entire  material  cost  shall  be  borne  by  the  municipality. 
This  act  shall  include  the  Boston  Elevated  and  its  leased  lines, 
and  any  conflicting  statutes  shall  be  hereby  repealed.  Proposed 
legislation  will  be  found  in  Appendix  A,  4. 

5.    Alteration  of  Location  of  Tracks  to  allow  for  the   Use  of 

Improved  Equipment. 

This  Commission  recommends  that  if  a  municipality  refuses 
to  grant  a  street  railway  permission  to  alter  its  tracks  in  order 


I 


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f!| 


li. 


U    ! 


1 


i|  M 


m 


80 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


that  a  more  improved  type  of  equipment  may  be  used,  the  right 
of  appeal  shall  be  had  to  the  Public  Service  Commission  on  this 
matter.  The  Public  Service  Commission  shall  then,  after  notice 
and  a  public  hearing,  determine  whether  public  necessity  and 
convenience  require  the  granting  of  such  petition,  and  shall  then 
dismiss  the  petition  or  require  the  street  railway  to  make  the 
necessary  alteration  in  the  location  of  its  tracks.  Proposed 
legislation  will  be  found  in  Appendix  A,  5. 

6.  Alteration  of  Location  of  Street  Railway  Tracks  in  Highways, 

This  Commission  recommends  that  if  an  alteration  is  made  in 
the  location  of  street  railway  tracks  in  highways,  no  portion  of 
the  expenses  of  such  changes  shall  be  borne  by  the  street  rail- 
way, except  when  such  alterations  are  made  upon  petition  of 
the  street  railway  company.  Proposed  legislation  will  be  found 
in  Appendix,  A,  6. 

7.  Alteration  or  Construction  of  Bridges  upon  which  Street  Rail- 

way Tracks  are  located  or  are  to  be  located. 

This  Commission  recommends  that  street  railways  shall  not 
be  obliged  to  bear  any  expenses  in  connection  with  the  altera- 
tion, strengthening  or  construction  of  bridges  or  the  approaches 
thereto,  even  when  such  changes  may  be  due  in  part  to  the  fact 
that  street  railway  tracks  are  located,  or  are  to  be  located,  on 
such  bridges.  Proposed  legislation  may  be  found  in  Appendix 
A,  7. 

8.     Sernce-at-cost  Plan. 

This  Commission  has  visited  the  citv  of  Cleveland,  where  a 
so-called  service-at-cost  plan  has  been  in  operation  for  several 
years.  Under  this  plan  a  sliding  scale  of  fares  is  provided  so 
that  the  fare  in  effect  at  any  time  is  just  sujfficient  to  pay  for 
the  "cost  of  the  service,"  such  "cost  of  the  service"  including 
an  allowance  for  depreciation  and  the  payment  of  a  definite  re- 
turn on  a  fixed  investment  value.  A  reserve  fund  is  provided 
so  that  seasonal  or  other  temporary  conditions  will  not  cause  a 
continual  fluctuation  of  fares.  If  this  reserve  fund  becomes  di- 
minished beyond  a  certain  point  the  next  higher  schedule  of 
fares  is  put  into  effect.    Correspondingly,  if  this  fund  reaches  a 


1918.] 


SENATE  —  No.  300. 


51 


point  substantially  above  its  normal  amount  the  next  lower 
schedule  of  fares  becomes  operative. 

The  present  schedule  of  fares  in  Cleveland  is  4  cents  cash 
fare,  three  tickets  for  10  cents,  1  cent  transfer  and  no  rebate. 
This  fare  schedule,  which  has  been  in  effect  only  a  month  or 
two,  represents  an  increase  of  two  steps  in  the  scale  since  last 
fall.  The  first  increase  was  so  slight  that  it  failed  to  yield  a 
substantial  change  in  the  revenue,  and  so  the  second  step  was 
made  shortly  after.  This  Commission  has  found  that  the  fares 
in  Cleveland  have  been  very  steady  under  the  operation  of  this 
plan,  and  there  has  been  no  evidence  of  rapid  fluctuations  of 
fares  and  consequent  unsettled  conditions. 

The  Cleveland  plan  provides  for  a  depreciation  reserve,  to 
which  definite  sums  shall  be  added  each  month  before  the  pay- 
ment of  dividends. 

The  investment  value  on  which  interest  and  dividend  returns 
are  to  be  made  was  fixed  in  the  franchise.  Provision  was  made 
for  additions  to  this  investment  value  of  such  funds  as  are  in- 
vested in  the  property,  with  the  approval  of  the  proper  author- 
ities. The  authorized  rate  of  return  is  fixed  at  5  per  cent,  on 
that  portion  of  the  investment  value  represented  by  bonded 
indebtedness,  and  6  per  cent,  on  the  remaining  portion  of  the 
investment. 

The  city  appoints  a  street  railroad  commissioner  to  supervise 
the  operation  of  the  street  railway  under  this  plan,  and  in  him 
is  vested  a  great  deal  of  authority. 

Various  other  features  of  this  plan  are  given  in  more  detail 
elsewhere  in  this  report.  The  Commission  has  become  con- 
vinced, both  as  a  result  of  its  visit  in  Cleveland,  and  due  to  its 
study  of  other  plans,  such  as  the  Dallas  service-at-cost  plan, 
that  such  plans  have  considerable  merit.  This  Commission  be- 
lieves that  the  adoption  in  Massachusetts  of  a  plan  whereby 
the  public  is  assured  satisfactory  service  at  the  lowest  possible 
cost,  whereby  the  street  railway  company  is  assured  a  satisfac- 
tory return  on  capital  honestly  and  prudently  invested,  and 
whereby  ample  provision  is  made  for  depreciation,  rehabilita- 
tion and  extensions  and  improvements  of  line,  will  place  the 
street  railways  once  more  on  a  sound  financial  basis,  so  that 
capital  needed  for  future  improvements  and  extensions  may  be 


il 


' 


62 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


It  fl 


j|li 


readily  secured.  The  intent  of  this  Commission  is  that  such  a 
plan  will  provide  a  satisfactory  solution  of  the  problems  now 
confronting  most  of  the  street  railways  in  this  State.  This 
Commission  is  convinced  that  no  plan  other  than  direct  finan- 
cial assistance  by  the  municipalities  or  by  the  State  will  solve 
the  problems  of  some  of  the  poorer  lines,  which  cannot  earn 
even  their  operating  expenses  and  fixed  charges. 

Proposed  service-at-cost  plans  have  been  submitted  to  this 
Commission  by  representatives  of  the  street  railways  and  the 
investors,  as  well  as  by  the  members  of  the  Public  Service  Com- 
mission. While  these  plans  are  based  on  the  fundamental  idea 
of  a  sliding  scale  of  fares,  reserve  and  depreciation  funds,  and 
a  more  or  less  fixed  rate  of  return  on  a  fixed  investment  value, 
the  details  vary  widely.  This  is  especially  true  in  the  case  of 
the  determination  of  the  proper  investment  value  on  which 
returns  are  to  be  paid. 

The  problem  is  complicated  by  the  fact  that  in  Massachusetts 
most  of  the  street  railways  operate  in  several  cities  and  towns: 
for  instance,  the  Boston  Elevated  operates  in  over  a  dozen 
municipalities,  while  the  Bay  State  operates  in  nearly  fifty 
cities  and  towns.  The  Cleveland  idea  of  supervision  by  the 
municipality  would  have  to  be  modified  considerably  to  fit  the 
Massachusetts  situation.  Apparently  some  method  involving 
the  division  of  the  State  into  districts  would  have  to  be  worked 
out,  and  such  details  could  not  be  finally  decided  upon  until 
it  was  known  which  street  railways  were  planning  to  accept 
this  plan.  Owing  to  the  complexity  of  the  problem  and  the 
limited  time  at  its  disposal  this  Commission  has  not  deemed  it 
expedient  to  submit  a  definite  bill,  limiting  the  scope  of  the  plan 
at  this  stage  to  a  particular  set  of  provisions.  Four  service-at- 
cost  plans,  which  have  been  presented  before  this  Commission, 
are  included  in  Appendix  A,  8. 

This  Commission  recommends  the  adoption  of  a  service-at- 
cost  plan  which  shall  embody  the  following  fundamental  fea- 
tures :  — 

First.  —  The  establishment  of  a  sliding  scale  of  fares,  so  ar- 
ranged that  when  the  schedule  of  fares  in  operation  does  not  yield 
a  revenue  sufficient  to  pay  the  "cost  of  the  service"  the  next 
higher  schedule  of  fares  shall  become  effective,  and  so  that 


1918.] 


SENATE  —  No.  300. 


53 


when  the  fares  yield  a  revenue  greater  than  the  "cost  of  the 
service"  a  corresponding  decrease  in  the  rate  of  fares  shall  be 
made. 

Second.  —  The  creation  of  a  reserve  fund,  which  shall  be 
raised  by  each  street  railway  accepting  this  plan,  and  which 
shall  serve  as  a  balance  wheel  on  the  system,  so  that  a  rapid  fluc- 
tuation of  fares  due  to  seasonal  or  other  conditions  may  be 
eliminated. 

Third.  —  The  establishment  of  a  depreciation  and  mainte- 
nance fund,  so  that  the  street  railway  properties  shall  be  kept  up 
at  all  times  to  the  proper  operating  efficiency,  and  so  that  new 
and  improved  types  of  equipment  may  be  purchased  as  the  art 
of  street  railroading  advances. 

Fourth.  —  Provision  for  the  rehabilitation,  extension  and  im- 
provement of  lines  during  a  period  of  years  following  the  accep- 
tance of  this  plan. 

Fifth.  —  A  director  to  be  appointed  by  the  Governor  of 
Massachusetts  to  the  board  of  directors  of  each  street  railway 
operating  under  this  plan. 

Sixth.  —  Supervision  of  the  street  railways  accepting  this 
plan  by  district  representatives,  appointed  by  the  Governor  or 
by  the  Public  Service  Commission;  these  local  supervisors  to 
report  to  the  Public  Service  Commission,  or  to  a  special  depart- 
ment thereof;  the  expenses  of  such  supervision  to  be  borne  by 
the  street  railway  companies,  but  in  no  case  to  exceed  a  certain 
fixed  percentage  of  the  operating  expenses  of  the  individual 
companies. 

Seventh.  —  Provision  for  arbitration  proceedings  relative  to 
certain  conditions  which  might  arise. 

Eighth.  —  Provision  whereby  the  State,  or  any  political  sub- 
division thereof,  may  purchase  the  entire  property  of  a  com- 
pany, accepting  this  plan,  at  its  determined  investment  value, 
or  under  any  other  provision  of  existing  or  future  statutes. 

Ninth.  —  A  return  to  the  investors  of  6  per  cent,  per  annum 
on  a  fixed  investment  value,  the  amount  of  such  investment 
value  to  be  determined  by  the  Public  Service  Commission,  and 
to  include  such  sums  as  have  been  prudently  and  honestly  in- 
vested and  conserved  with  proper  diligence,  due  consideration 
being  given  to  the  present  physical  condition  of  the  property; 


>!■! 


i  ( 


• 


t; ' 


m 


54 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


55 


m 


P  m. 


§ 


ii 


the  investment  value  from  time  to  time  to  be  increased  by  such 
sums  as  the  Public  Service  Commission  shall  certify  have  been 
prudently  spent  and  are  properly  chargeable  to  capital. 

Tenth.  —  The  acceptance  of  such  a  plan  to  be  optional  with 
the  individual  companies. 

Eleventh.  —  Legislation  allowing  the  Boston  Elevated  (includ- 
ing its  leased  lines)  to  accept  this  plan. 

Twelfth.  —  In  case  the  service-at-cost  plan  is  accepted  by  any 
street  railway  company,  such  funds  as  the  Public  Service  Com- 
mission shall  consider  necessary  for  the  establishment  of  the 
reserve,  depreciation  and  rehabilitation  funds,  or  for  improve- 
ments immediately  necessary,  shall  be  raised  by  an  issue  of 
capital  stock,  either  preferred  or  common. 

Acknowledgments. 

This  Commission  wishes  to  express  its  indebtedness  to  all 
those  persons  who  have  given  so  freely  of  their  time  in  connec- 
tion with  this  investigation.  The  members  of  the  Public  Serv- 
ice Commission  have  at  all  times  co-operated  with  this  Commis- 
sion to  the  fullest  extent,  and  have  aided  materially  in  this 
study.  The  Commission  owes  much  to  the  street  railway  and 
the  public  officials  of  the  cities  it  visited,  who  afforded  the  mem- 
bers of  this  Commission  such  excellent  opportunities  to  learn  of 
street  railway  conditions  in  those  cities. 

A  considerable  amount  of  the  data  included  in  the  appendices 
of  this  report  has  been  collected  by  correspondence,  and  the 
Commission  wishes  to  take  this  opportunity  to  thank  these  per- 
sons who  have  so  readily  supplied  this  information.  The  Com- 
mission wishes  to  thank  Prof.  Martin  J.  Shugrue  of  the  Massa- 
chusetts Institute  of  Technology,  who  has  compiled  much  of  the 
data  relative  to  public  ownership  of  street  railways  and  to 
street  railway  conditions  in  foreign  countries. 

To  the  officials  of  the  cities  and  towns,  of  the  street  railway 
companies,  and  of  the  various  organizations  who  appeared  at 
the  hearings,  this  Commission  wishes  to  extend  its  thanks. 

The  Commission  also  wishes  to  express  its  appreciation  of  the 
services  of  Mr.  Edward  J.  Dunn,  former  clerk  of  the  Commis- 
sion, who  was  obliged  to  give  up  these  duties,  owing  to  pressure 
of  other  business,  and  of  those  of  Mr.  John  B.  Babcock,  3d, 


clerk  of  the  Commission  during  the  latter  part  of  this  investi- 
gation. 

Messrs.  Gibbs,  Hays  and  Forbes,  all  of  whom  sign  this  report, 
present  certain  dissenting  statements  which  are  given  following 
the  signatures. 

Respectfully  submitted, 

JOSEPH  W.  MARTIN,  Jr.,   Chairman. 

CHAS.  W.  ELDRIDGE. 

JAMES  L.  HARROP. 

JOHN  M.  GIBBS. 

MARTIN  HAYS. 

MICHAEL  J.  FITZ  GERALD. 

W.  CAMERON  FORBES. 

GURDON  W.  GORDON. 


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III 


56 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


DISSENTING  STATEMENTS. 


Dissenting  Statement  of  John  M.  Gibbs. 

Although  having  signed  the  report  and  subscribed  to  the  gen- 
eral principles  contained  therein,  I  feel,  however,  that  further 
relief  should  have  been  granted  to  the  Boston  Elevated  in  the 
matter  of  tunnel  and  subway  charges  and  rentals,  in  order  that 
the  burden  of  street  railway  transportation  should  to  a  greater 
extent  be  distributed  between  the  car  riders  and  the  property 
owners  and  business  men,  who  share  the  benefits  of  such  trans- 
portation equally  with  the  car-riding  public.  I  also  feel  that  in 
the  service-at-cost  plan,  as  recommended  in  the  report  of  the 
Commission,  capital  actually  and  honestly  invested  has  not 
been  sufficiently  safeguarded  under  the  method  of  determining 
the  "investment  value'*  as  recommended,  since  I  fear  that 
undue  consideration  may  be  given  to  the  present  physical  con- 
dition of  the  properties. 

JOHN  M.  GIBBS. 

Dissenting  Statement  of  Martin  Hays. 

So  far  as  the  Boston  Elevated  Railway  is  concerned,  I  favor 
the  principle  involved  in  the  service-at-cost  plan,  and  I  believe 
that  it  is  the  duty  of  the  Legislature  to  make  every  possible 
endeavor  to  maintain  a  5-cent  fare.  With  that  end  in  view  I 
advocate  the  reduction,  or  even  the  elimination,  of  subway  and 
tunnel  rentals,  and  the  remission  of  burdensome  contributions 
for  highway  and  bridge  construction  and  maintenance. 

MARTIN  HAYS. 


1918.] 


SENATE  —  No.  300. 


57 


Dissenting  Statement  op  W.  Cameron  Forbes. 

I  sign  the  report  in  the  assumption  that  the  Public  Service 
Commission  will  consider  it  to  be  their  duty  to  save  the  street 
railways  of  Massachusetts  from  going  into  bankruptcy.  In 
determining  the  "investment  value"  provided  in  the  service-at- 
cost  plan,  I  think  the  sole  requirement  should  have  been  money 
prudently  and  honestly  invested,  and  if  the  Public  Service  Com- 
mission should  make  the  mistake  of  interpreting  the  words 
"requiring  consideration  of  the  present  physical  condition"  as 
requiring  a  further  appraisal  of  all  the  railways,  the  time  alone 
necessary  for  such  appraisal,  apart  from  the  cost,  will  be  disas- 
trous to  an  important  percentage  of  the  street  railways  in  this 
State,  and  will  nullify  in  a  large  measure  any  benefits  to  be 
hoped  from  this  legislation.  If  this  Commission  had  meant 
physical  valuation  it  would  have  said  so,  and  I  sign  the  report 
in  the  assumption  that  the  Public  Service  Commission  will  in- 
terpret the  words  "physical  condition"  to  mean  that  railways 
shall  be  allowed  to  avail  themselves  of  the  service-at-cost  plan 
to  the  full  value  of  the  money  prudently  and  honestly  invested, 
when  they  know  that  the  physical  condition  of  the  property  is 
such  as  to  assure  satisfactory  operation  and  safety  and  comfort 
to  the  traveling  public. 

I  concur  with  Messrs.  Gibbs  and  Hays  that  an  important 
proportion  of  subway  rentals  should  be  borne  by  the  com- 
munity, and  I  personally  believe  that  the  Boston  Elevated 
should  be  relieved  to  the  amount  of  at  least  one-half  of  the 
subway  rentals. 

I  feel  that  the  report  should  have  set  forth  the  principle  in 
which  I  feel  sure  every  member  of  the  Commission  will  concur, 
—  that  every  effort  should  be  made  to  keep  the  fares  low,  in 
order  to  reduce  the  burden  upon  the  riding  public. 

No  evidence  was  submitted  to  the  Commission  that  justifies 
the  charge  that  the  construction  of  subways  has  been  made  in 
Boston  to  boom  real  estate.  I  dissent  from  anything  in  the 
report  to  that  effect. 

W.  CAMERON  FORBES. 


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58 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


DISSENTING  REPORTS. 


DlSSENTTING   RePORT   OF   GeORGE   M.  WoRRALL. 

Private  ownership  and  operation  of  street  railways  under  the 
present  policy  in  Massachusetts  has  broken  down,  resulting  in 
loss  of  confidence  by  the  investor  because  of  depreciation  in 
value  of  their  stock  and  failure  to  pay  interest  on  the  same, 
and  of  the  riding  public  because  of  the  poor,  insufficient,  and, 
in  many  cases,  dangerous  service.  Any  plan  for  the  improve- 
ment of  these  conditions  must  be  based  upon  the  confidence 
and  good-will  of  both  the  investors  and  the  riding  public. 
This  co-operation  can  be  best  secured  by  public  ownership  of 
street  railways,  which  would  give  to  the  Commonwealth  com- 
plete control  of  service,  and  make  its  representatives  directly 
responsible  to  the  people.  I  therefore  recommend  that  the 
following  question  be  submitted  to  the  people  at  the  annual 
election  in  November,  1918:  "Shall  the  State  of  Massachusetts 
take  over  the  street  railway  systems  at  an  estimated  cost  of 
$250,000,000?*' 

Investigation  of  the  condition  of  street  railways  proved  con- 
clusively that,  with  two  or  three  exceptions,  every  company  in 
the  State  is  facing  bankruptcy.  No  other  agency  comes  in  as 
close  contact  with  the  people,  has  as  much  to  do  with  valuation 
of  property  and  the  prosperity  of  the  workers,  and  the  Com- 
monwealth itself,  as  the  street  railway  system.  It  is  therefore 
imperative  that  relief  should  be  given  at  once.  Recognizing  the 
fact  that,  with  the  favorable  vote  of  the  people,  it  would  take 
at  least  two  years  to  work  out  a  plan  of  public  ownership,  and 
that  relief  must  come  at  once,  I  recommend  the  adoption  of  a 
service-at-cost  plan  which  will  give  the  representatives  of  the 
State  ample  power  for  regulation  of  service,  to  the  end  that  the 


1918.] 


SENATE  —  No.  300. 


59 


service  in  Massachusetts  shall  be  of  the  high  standard  which  its 
people  have  a  right  to  expect,  and  which  will  insure  to  the  in- 
vestors the  return  of  6  per  cent,  on  their  honest  investment.  In 
order  to  make  this  possible  I  make  the  following  recommenda- 
tions: — 

1.  That  a  street  railway  commission  of  three  members  be 
appointed  by  the  Governor,  or  that  an  additional  member  be 
added  to  the  Public  Service  Commission,  making  six,  and  that 
three  members  of  that  Commission  be  designated  by  the  Gov- 
ernor as  a  street  railway  commission.    This  commission  is  — 

(a)  To  have  mandatory  powers  in  regard  to  service,  types  of 
cars  and  all  other  matters  relating  to  the  operation  of  street 
railways. 

(b)  To  determine  the  true  value  of  any  street  railway  which 
desires  to  adopt  the  service-at-cost  plan.  "True  value"  is  to 
mean  the  actual  cost  of  the  property  less  depreciation. 

(c)  To  order,  in  addition  to  the  reserve  and  depreciation 
funds,  provided  for  in  the  Commission's  report,  the  establish- 
ment of  a  rehabilitation  fund,  which  shall  be  not  less  than  5  nor 
more  than  10  per  cent,  of  the  true  valuation.  This  fund  is  to 
be  used  within  a  period  of  three  years  for  the  purchase  of  new 
machinery  and  cars  and  general  improvement  of  the  service. 

(d)  To  order  all  street  railways  in  Massachusetts  to  sell  all 
real  estate  in  their  possession,  not  actually  used  for  street  rail- 
way purposes,  within  one  year,  the  loss,  if  any,  to  be  charged 
over  a  period  of  ten  years  to  depreciation. 

(e)  Not  to  allow  street  railways  to  be  represented  at  the 
State  House  or  before  their  commission  by  other  than  their 
regular  attorneys  or  ofiicers  of  the  company. 

2.  That  the  investor  shall  be  allowed  a  return  of  6  per  cent, 
on  the  true  value  of  the  property. 

3.  That  the  Commonwealth  of  Massachusetts  may  at  any 
time  take  over  all  the  property  of  a  street  railway  system  by 
paying  the  true  value  plus  any  amount  expended  for  improve- 
ments authorized  by  the  Commission. 

4.  That  the  franchise  tax  be  5  per  cent,  on  the  net  earnings, 
instead  of  the  tax  now  in  vogue. 

It  is  to  be  regretted  that  your  Commission  has  been  unable 
to  receive  any  information  from  the  Public  Service  Commission 
m  regard  to  the  investigation  which  they  have  been  making  of 


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60 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


the  Boston  Elevated  system.  It  would  seem  as  if  some  help 
might  have  been  obtained  from  the  high-priced  expert  they  had 
in  their  employ  for  this  specific  purpose. 

Property  in  metropolitan  Boston  has  been  greatly  increased 
in  value  by  the  extension  of  the  Boston  Elevated  and  the  sub- 
way systems.  It  is  only  fair  that  because  of  these  increased 
values  and  rentals  the  general  taxpayer  should  relieve  the  strap 
hanger  of  some  of  the  expense  of  maintaining  this  system.  I 
therefore  recommend  that  the  Commonwealth  buy  the  subways, 
allow  the  Elevated  to  use  them  at  a  normal  rental,  and  assess 
an  amount  sufficient  to  pay  interest  and  cost  upon  the  district 
served.  It  is  my  opinion  that  if  this  plan  is  followed  fares  need 
not  be  increased  in  Boston,  and  that  after  the  war  is  ended, 
under  normal  conditions,  it  would  be  possible  to  have  a  4-cent 
fare  in  this  district.  Any  relief  given  the  Elevated  should  pro- 
vide for  a  reduction  in  fares  to  Hyde  Park.  It  is  manifestly 
unfair  that  Hyde  Park  should  pay  the  price  they  now  do  while 
other  sections  pay  a  straight  5-cent  fare. 

There  are  many  roads  in  Massachusetts  which  cannot  come 
under  the  service-at-cost  plan.  While  most  of  them  pay  no 
dividends  they  are  of  vital  importance  to  the  community  which 
they  serve.  In  order  that  the  people  may  continue  to  have  the 
benefit  of  these  roads,  I  recommend  — 

1.  That  cities  and  counties,  by  vote  of  their  official  represent- 
atives, and  towns  by  vote  in  town  meeting,  shall  have  the 
right  to  appropriate  money  to  aid  in  the  operation  of  street 
railways. 

2.  To  abate  real  estate  taxes  and  to  relieve  street  railways  of 
repairing  between  tracks. 

3.  That  they  have  the  right  to  buy  street  railways  at  a  price 
not  to  exceed  their  true  value. 

I  concur  with  the  majority  of  the  Commission  in  the  reme- 
dies offered  for  — 

1.  Jitneys. 

2.  Autos  operated  by  street  railways. 

3.  Trolley  freight. 

4.  Taxation  and  highway  maintenance. 

5.  Alteration  of  location  of  tracks  to  allow  for  the  use  of 
improved  equipment. 

6.  Alteration  of  location  of  street  railway  tracks  in  highways. 


1918.] 


SENATE  —  No.  300. 


61 


7.  Alteration  or  construction  of  bridges  upon  which  street 
railway  tracks  are  located  or  are  to  be  located. 

As  all  parties  have  in  various  ways  contributed  to  the  down- 
fall of  the  street  railway,  it  would  be  wise  if  they  would  unite 
in  an  effort  towards  its  upbuilding,  in  order  that  the  splendid 
reputation  of  this  State  as  a  leader  be  maintained. 

Respectfully  submitted, 

GEO.  M.  WORRALL. 


Dissenting  Report  of  George  Bunting. 

In  my  judgment  the  provision  of  adequate  transportation 
facilities  is  as  clearly  a  public  function  as  the  provision  of  pure 
water,  and  a  function  quite  as  vital  to  the  public  health  and  the 
general  welfare  of  our  industrial  and  commercial  centers  of 
population. 

Intrusting  it  to  private  initiative  with  the  incentive  of  private 
profit  was  a  mistake  from  the  beginning,  and  the  longer  we 
delay  to  correct  it  by  taking  over  the  street  railways  under 
public  ownership  and  public  operation,  the  heavier  will  be  the 
cost  and  the  greater  the  handicap  of  fixed  charges  which  must 
be  met. 

If  the  recommendations  of  the  majority  are  adopted,  the  in- 
evitable result  will  be  greatly  to  increase  the  price  which  the 
State  will  ultimately  be  obliged  to  pay  in  taking  them  over. 

Public  ownership  is  generally  admitted  to  be  inevitable.  Its 
further  postponement  can  only  mean  the  further  enrichment  of 
private  individuals  at  the  expense  of  the  health  and  comfort 
of  the  traveling  public  and  the  perpetuation  of  unnecessarily 
high  cost  of  transportation. 

The  policy  of  regulation,  accompanied  by  financial  aid  from 
the  public  treasury,  has  been  thoroughly  tried,  and  has  proved 
a  dismal  and  confessed  failure.  The  farcical  results  of  State  rep- 
resentation on  the  Fitchburg  and  Boston  &  Albany  director- 
ates can  hardly  be  forgotten. 

The  Federal  government  has  now  at  last  been  compelled  to 
take  over  the  railroads  as  a  war  measure,  as  the  only  possible 


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62 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


means  of  securing  the  efficiency  in  operation  which  private 
management  had  failed  to  provide,  and^ which  is  indispensable 
to  the  successful  prosecution  of  the  war!  But  the  efficiency  in 
transportation  service  is  essential  in  peace  as  well  as  in  war, 
and  the  breakdown  of  the  privately  owned  street  railways  in 
Massachusetts  has  been  and  is  much  more  complete,  taken  as 
a  whole,  than  that  of  the  steam  lines,  both  in  respect  to  the 
service  rendered  and  from  a  financial  standpoint. 

The  plan  of  private  ownership  of  transportation  facilities  is, 
in  fact,  so  fundamentally  wrong  in  principles  that  it  can  never 
be  made  successful  by  any  makeshift  proposition.  The  interest 
of  the  managers  and  shareholders  is  necessarily  diametrically 
opposed  to  the  public  interest.  Their  interest  is  to  secure  from 
the  traveling  public  the  highest  possible  dividends  and  salaries 
that  the  traffic  will  bear,  or,  in  other  words,  to  make  the  car- 
mile  earnings  yield  larger  dividends;  but  they  imply  also  short 
hauls  and  cars  crowded  by  strap  hangers. 

It  is  also  to  the  interest  of  street  railways  to  congest  city 
populations  in  the  smallest  possible  compass,  while  it  is  to  the 
interest  of  the  community  to  distribute  population  as  widely 
as  may  be.  Rightly  considered,  transportation  is  the  control- 
ling factor  in  the  better-housing  problem  and  the  attempt  to 
provide  opportunities  for  wholesome  living  and  health-giving 
recreation  for  the  vast  majority  of  city  dwellers.  High  rents 
and  inadequate  housing,  with  the  insanitary  conditions  of  travel 
in  overcrowded  street  cars,  are  costly  consequences  of  private 
ownership  of  the  means  of  transit  in  comparison  with  which  the 
excessive  fares  which  fictitious  capitalization  and  past  wastes 
of  management  are  now  obliging  the  companies  to  demand 
shrink  into  relative  insignificance. 

City  planning,  the  abolition  of  the  slums,  and  the  social-wel- 
fare aims  all  must  rest  satisfied  with  hardly  perceptible  mitiga- 
tions of  the  evils  of  congestion  until  we  have  public  ownership 
of  the  street  railways,  for  private  ownership  does  not  and  never 
can  permit  the  city  to  build  in  a  far-sighted  way,  or  to  treat 
transit  as  an  integral  part  of  city  building.  And  the  effect  of 
private  ownership  upon  the  high  cost  of  living  is  apparent  at 
once. 

These  are  lessons  which  Europe  learned  long  ago,  after  private 
ownership  under  public  regulation  had  been  thoroughly  tested 


1918.] 


SENATE  —  No.  300. 


63 


and  found  everywhere  to  be,  as  Bismarck  declared  forty  years 
ago,  a  complete  failure. 

All  the  countries  of  Europe,  except  Great  Britain  and  France, 
have  long  owned  their  steam  railroads,  and  except  in  France 
and  Belgium  the  street  railways  are  generally  under  public 
ownership  also.  In  none  of  these  countries  is  there  any  move- 
ment away  from  the  public  ownership,  for  in  all  of  them  better 
and  cheaper  service,  shorter  hours  and  better  wages  for  em- 
ployees, and  a  more  scientific  and  economical  development 
have  resulted  from  public  ownership  and  operation  in  those 
countries. 

The  political  evils  which  result  from  private  ownership  of 
transportation  facilities  are  too  notorious  to  require  extended 
comment,  although  these  evils  themselves  would  justify  taking 
over  the  lines  even  if  none  of  the  other  advantages  which  have 
been  enumerated  were  to  be  expected.  If  our  public  servants 
are  so  much  more  inefficient  and  corrupt  that  the  benefits  which 
have  resulted  from  public  ownership  abroad  are  not  to  be  hoped 
for  here  — a  slander  which  the  comparative  records  of  the 
publicly  owned  post  office  and  the  privately  owned  express 
companies  ought  sufficiently  to  refute  —  the  transportation 
corporations  more  than  any  other  single  corrupting  agency  are 
responsible.  So  long  as  the  money  and  the  influence  of  the 
transportation  corporations  continue  to  be  felt  in  elections  and 
appointments  to  office  we  shall  have  a  public  service  honey- 
combed by  corporation  agents,  and  the  profession  of  politics, 
which  ought  to  claim  the  best  of  our  citizenship,  will  continue 
to  be  in  disrepute,  especially  in  our  own  large  cities,  among 
the  very  individuals  who,  by  intelligence,  business  capacity  and 
public  spirit,  are  best  adapted  for  public  trusts. 

The  national  crisis  is  bringing  such  men  to  the  public  service 
by  thousands  to-day.  When  the  managers  of  our  street  car 
lines  are  relieved  of  the  necessity  of  currying  favor  with  finan- 
cial magnates,  of  running  elections,  and  of  placating  politicians, 
the  direction  of  local  transportation  will  also  be  recognized  uni- 
versally as  an  honorable  and  patriotic  service,  and  will  attract 
public-spirited  citizens  who  may  now  be  repelled  from  it. 

Respectfully  submitted, 

GEORGE   BUNTING. 


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64 


REPORT  ON  STREET  RAILWAYS.  [Feb.  1918. 


Dissenting  Report  of  John  L.  Donovan. 

I  dissent  from  the  report  of  this  Commission,  since  I  believe 
that  this  matter  should  be  considered  further  in  the  interests  of 
all  the  people  in  this  Commonwealth. 

I  believe  that  many  of  the  powers  delegated  to  the  Public 
Service  Commission,  when  it  was  formed  in  1913,  should  be 
taken  away  and  vested  once  more  in  the  Legislature.  When  the 
Railroad  Commission  was  enlarged  in  membership  and  its 
powers  increased  it  was  believed  that  better  conditions  would 
result  relative  to  street  railway  matters.  The  contrary,  has 
however,  been  the  case,  and  neither  the  people  nor  the  railways 
have  been  benefited.  During  the  period  since  the  establishment 
of  the  Public  Service  Commission  the  market  value  of  street 
railway  securities  has  dropped  to  a  great  extent,  and  the  service 
maintained  by  the  street  railways  has  dwindled. 

I  would  consider  any  means  of  relief  which  would  result  in  a 
fare  of  5  cents  or  less  in  Boston,  and  which  would  provide  the 
public  with  good  street  railway  service. 

Respectfully  submitted, 

JOHN  L.  DONOVAN. 


ii 


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APPENDICES. 


*)■. 


;ii 


Appendix   A. 


PROPOSED  LEGISLATION. 


1. 


h 


An  Act  relative  to  the  Powers  and  Duties  of  the  Public 

Service  Commission. 
Be  it  enacted,  etc.,  as  follows: 

Section  1.     Section  two  of  chapter  seven  hundred  eighty-four 
of  the  acts  of  the  year  nineteen  hundred  and  thirteen  is  hereby 
amended  by  adding  at  the  end  thereof  the  f oUowing :  —  (i.  The 
transportation  and  carriage  of  persons  between  points  within  the 
commonwealth  upon  a  stage  route,  bus  line,  motor  vehicle  line 
or  route,  or  by  motor  vehicles  used  or  operated  in  connection 
therewith.     The  agency  operating  any  such  vehicle  or  over  any 
such  route  shall  be  required  to  obtain  a  certificate  of  public  con- 
venience and  necessity  for  such  operation,  in  the  manner  pro- 
vided in  section  seven  of  Part  III  of  chapter  four  hundred  and 
sixty-three  of  the  acts  of  the  year  nineteen  hundred  and  six, 
which  may  be  granted  upon  such  terms  and  conditions  as  the 
commission  may  prescribe,  including  description  of  route,  rate  of 
speed,  safeguarding  passengers  and  persons  using  public  ways  and 
places,  execution  and  delivery  of  a  bond,  with  sureties  satis- 
factory to  the  commission,  providing  security  for  the  perform- 
ance of  such  terms  and  conditions  and  for  the  payment  by  such 
owner    or   operator    of    damages    sustained    by    any    person    on 
account  of  such  operation  or  of  any  fault  or  negligence  in  respect 
thereto. 

Section  2.     This  act  shall  take  effect  upon  its  passage. 

2. 

An  Act  permitting  Street  Railway  Companies  to  use  Motor 

Vehicles. 
Be  it  enacted,  etc.,  as  follows: 

Section  1.  Any  street  railway  company,  in  addition  to  the 
business  of  a  common  carrier  which  it  has  heretofore  been  au- 
thorized to  conduct,  may,  by  the  affirmative  vote  of  two-thirds  of 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


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all  its  issued  and  outstanding  capital  stock,  acquire,  own,  and 
operate  motor  vehicles  (not  running  on  rails  or  tracks)  for  the 
transportation  therein  for  hire  of  persons  and  property.  Any 
such  company  voting  to  exercise  the  authority  conferred  by  this 
act  shall,  with  respect  to  such  exercise,  be  subject  to  the  super- 
vision and  control  of  the  public  service  commission  and  to  all  the 
provisions  of  chapter  seven  hundred  and  eighty-four  of  the  acts 
of  the  year  nineteen  hundred  thirteen,  in  the  same  way  and  to 
the  same  extent  as  it  is  subject  thereto  with  respect  to  the  busi- 
ness it  has  heretofore  been  authorized  to  conduct. 
Section  2.     This  act  shall  take  effect  upon  its  passage. 

3. 

An  Act  relating  to  Street  Railway  Companies  as  Common 

Carriers. 
Be  it  enactedf  etc.,  as  follows: 

Section  1.  A  street  railway  company  upon  the  petition  of 
any  interested  party  may  be  authorized  to  become  a  common 
carrier  of  newspapers,  baggage,  express  matter  and  freight  in  such 
cases,  upon  such  parts  of  its  railway  and  to  such  extent  as  the 
public  service  commission  after  public  notice  and  a  hearing  shall 
determine  that  the  public  interests  and  convenience  require. 
Any  street  railway  company  acting  under  authority  so  granted 
shall  be  subject  to  such  regulations  and  restrictions  as  said  com- 
mission from  time  to  time  may  make,  and  shall  be  subject  to  the 
provisions  of  all  laws  now  or  hereafter  in  force  relating  to  common 
carriers  in  so  far  as  they  shall  be  consistent  herewith.  The  au- 
thority conferred  upon  any  street  railway  company  by  virtue  of 
the  provisions  of  this  act  may  be  modified  or  revoked  at  any  time 
by  said  commission  if  it  shall  determine  upon  investigation  and 
after  a  public  hearing  that  the  public  interests  so  require. 
Section  2.     This  act  shall  take  effect  upon  its  passage. 

4. 

An  Act  relative  to  the  Taxation  of  Street  Railway 
Companies  and  the  Repair  and  Maintenance  of  Public 
Ways  and  Places  in  which  Street  Railways  are  lo- 
cated. 

Be  it  enacted,  etc.,  as  follows: 

Section  1.  Section  seventy-nine  of  Part  III  of  chapter  four 
hundred  and  sixty-three  of  the  acts  of  the  year  nineteen  hundred 
and  six  is  hereby  amended  by  striking  out  all  words  in  the  first 


1918.] 


SENATE  --  No.  300. 


six  lines  and  in  the  seventh  line  as  far  as,  but  not  including,  the 
word  "open"  and  inserting  in  place  thereof  the  words:  — Every 
street  railway  company  shall  maintain  in  constant  repair,  to  the 
satisfaction  of  the  superintendent  of  streets,  street  commissioner, 
road  commissioners  or  surveyors  of  highways,  the  paving,  upper 
planking  or  other  surface  material,  and  the  base  thereof,  of  the 
portions  of  public  ways  and  bridges  occupied  by  its  tracks;    and 
if  such  tracks  occupy  unpaved  public  ways,  shall  in  addition  so 
maintain  in  constant  repair  eighteen  inches  on  each  side  of  the 
portion  occupied  by  its  tracks;    but  no  street  railway  company 
shall  be  required  to  repave  or  make  a  general  replacement  or  re- 
newal by  virtue  of  this  obligation  to  repair,  nor  by  reason  of  any 
obligation  which  may  have  been  imposed  in  any  grant  of  loca- 
tion.    As  incident  to  its  corporate  franchise,  and  without  being 
subject  to  the  payment  of  any  fee  or  to  any  other  condition 
precedent,  a  street  railway  company  may  —  by  inserting  after  the 
word  "material",  where  it  occurs  in  the  seventeenth  and  twenty- 
second  lines,  the  words:  — or  the  base  thereof, —by  inserting 
after  the  word  "surface",  in  the  thirty-first  line,  the  words:  — 
material,   or  the  base   thereof,  —  and   by  inserting  at  the  end 
thereof  the  sentence:  —  The  provisions  of  this  section  shall  apply 
to  the  Boston  Elevated  Railway  Company  and  to  all  railways 
owned,    leased    or    operated    by    it,  —  so    that    said    section,    as 
amended,  shall  read  as  follows:   Section  79,     Every  street  railway 
company  shall  maintain  in  constant  repair,  to  the  satisfaction  of 
the  superintendent  of  streets,  street  commissioners,  road  commis- 
^  sioners  or  surveyors  of  highways,  the  paving,  upper  planking  or 
other  surface  material,  and  the  base  thereof,  of  the  portions  of 
public  ways  and  bridges  occupied  by  its  tracks;    and  if  such 
tracks  occupy  unpaved  public  ways,  shall  in  addition  so  maintain 
in  constant  repair  eighteen  inches  on  each  side  of  the  portion 
occupied  by  its  tracks;    but  no  street  railway  company  shall  be 
required  to  repave  or  make  a  general  replacement  or  renewal  by 
virtue  of  this  obligation  to  repair,  nor  by  reason  of  any  obliga- 
tions which  may  have  been  imposed  in  any  grant  of  location.    As 
incident  to  its  corporate  franchise,  and  without  being  subject  to 
the  payment  of  any  fee  or  to  any  other  conditions  precedent,  a 
street  railway  company  may  open  any  street,  highway  or  bridge 
m  which  any  part  of  its  railway  is  located,  for  the  purpose  of 
making  repairs  or  renewals  of  the  railway,  or  of  any  part  thereof, 
and  the  superintendent  of  streets  or  other  officer  who  exercises 
like  authority,  or  the  board  of  aldermen  or  selectmen  shall  issue 
the  necessary  permits  therefor  in  a  city  or  town  in  which  such 


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70 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


are  required.  If,  during  the  original  construction  or  subsequent 
alteration  or  extension  or  the  making  of  any  such  repairs  or  re- 
newals of  any  railway  or  a  portion  thereof,  said  surface  material 
or  the  base  thereof  is  disturbed,  the  company  which  owns  or 
operates  such  railway  shall,  at  its  own  cost,  except  as  provided  in 
sections  sixty-five  and  seventy-one,  replace  to  the  reasonable 
satisfaction  of  the  superintendent  of  streets,  or  other  officer  who 
exercises  like  authority,  said  surface  material  or  the  base  thereof 
with  the  same  form  of  construction  as  that  which  was  disturbed, 
or,  by  first  obtaining  the  approval  thereof  by  such  officer,  with  a 
different  material  and  form  of  construction,  and  shall  restore 
said  street,  highway  or  bridge  to  as  good  condition  as  existed  at 
the  time  of  such  disturbances.  A  street  railway  company  shall 
be  liable  for  any  loss  or  injury  which  may  be  sustained  by  any 
person  in  the  management  and  use  of  its  tracks  and  during  the 
construction,  alteration,  extension,  repair  or  renewal  of  its  rail- 
way, or  while  replacing  the  surface  material,  or  the  base  thereof, 
of  any  street  which  may  have  been  disturbed  as  aforesaid,  and 
which  results  from  the  carelessness,  neglect  or  misconduct  of  its 
agents  or  servants  who  are  engaged  in  the  prosecution  of  such 
work,  if  notice  of  such  loss  or  injury  is  given  to  the  company  and 
an  action  therefor  is  commenced  in  the  manner  provided  by  sec- 
tion twenty  of  chapter  fifty-one  of  the  Revised  Laws.  The  pro- 
visions of  this  section  shall  not  affect  the  obligations  of  any  street 
railway  company  in  respect  of  the  construction  or  maintenance  of 
any  bridge  or  part  thereof  which  any  private  person  or  corpora- 
tion may  be  liable,  in  whole  or  in  part,  to  construct  or  maintain. 
The  provisions  of  this  section  shall  apply  to  the  Boston  Elevated 
Railway  Company  and  to  all  railways  owned,  leased  or  operated 
by  it. 

Section  2.  On  or  before  the  first  day  of  November,  annually, 
the  assessors  of  every  city  and  town  shall  assess  on  every  com- 
pany operating  a  street  railway  or  electric  railroad  therein,  in- 
cluding any  company  whose  lines  are  located  partly  within  and 
partly  without  the  limits  of  the  commonwealth,  whether  chartered 
or  organized  under  the  laws  of  this  commonwealth  or  elsewhere, 
and  including  the  Boston  Elevated  Railway  Company,  an  excise 
tax  of  an  amount  equal  to  one  half  of  the  amount  expended  or  in- 
curred for  labor,  during  the  twelve  months  ended  upon  the 
thirtieth  day  of  the  preceding  September,  by  such  city  or  town, 
or  by  the  Massachusetts  highway  commission  within  the  limits 
of  such  city  or  town,  in  repaving  or  in  making  a  general  replace- 


1918.] 


SENATE  —  No.  300. 


71 


ment  or  renewal  of  the  paving,  upper  planking  or  other  surface 
material,  or  the  base  thereof,  of  the  portions  of  public  ways  and 
bridges  occupied  by  the  tracks  of  said  company.  The  Massa- 
chusetts highway  commission  is  hereby  directed  to  furnish,  on  or 
before  the  fifteenth  day  of  October  annually,  a  certificate  to  the 
assessors  of  any  city  or  town,  in  such  detail  as  may  be  necessary 
to  enable  the  assessors  to  comply  with  the  provisions  of  this  sec- 
tion, showing  the  amounts  expended  or  incurred  for  labor,  as 
aforesaid,  by  said  commission  within  the  limits  of  such  city  or 
town.  The  excise  tax  provided  by  this  section  shall  be  in  addi- 
tion to  the  taxes  otherwise  provided  by  law. 

Section  3.  On  or  before  the  first  day  of  November  in  each 
year  the  assessors  of  every  city  and  town  shall  notify  the  collector 
of  taxes  thereof  of  the  amount  of  the  excise  tax  assessed  therein 
under  the  provisions  of  section  two,  and  the  collector  shall  forth- 
with notify  the  treasurer  of  each  street  railway  and  electric  rail- 
road company  (including  the  Boston  Elevated  Railway  Company) 
of  the  amount  of  excise  tax  so  assessed  upon  it,  which  shall 
become  due  and  payable  within  thirty  days  after  the  receipt  of 
such  notice,  with  interest  after  the  first  day  of  December.  The 
provisions  of  Part  II  of  chapter  four  hundred  and  ninety  of  the 
acts  of  the  year  nineteen  hundred  and  nine,  so  far  as  appropriate, 
shall  apply  to  the  collection  of  such  excise  tax. 

Section  4.  Within  thirty  days  after  receiving  notice  of  the 
amount  of  the  excise  tax  assessed  upon  it  by  the  assessors  of  any 
city  or  town,  any  street  railway  or  electric  railroad  company 
(including  the  Boston  Elevated  Railway  Company)  aggrieved 
thereby  may  appeal  therefrom  by  filing  a  complaint  with  the 
clerk  of  the  county  commissioners  for  the  county  in  which  such 
city  or  town  is  situated,  or  of  any  board  exercising  the  powers  of 
such  commissioners.  If,  upon  a  public  hearing  after  due  notice 
to  such  city  or  town,  said  county  commissioners  or  said  board 
shall  find  the  amount  of  the  excise  tax  assessed  upon  said  com- 
pany to  be  in  excess  of  the  amount  which  should  properly  have 
been  assessed  under  the  provisions  of  section  two,  said  county 
commissioners  or  said  board  shall  make  a  reasonable  abatement 
and  an  order  as  to  costs.  A  company  whose  tax  is  thus  abated 
shall  be  entitled  to  a  certificate  thereof  from  the  board  making 
such  abatement,  and,  if  the  tax  has  been  paid,  shall  be  reimbursed 
by  the  city  or  town  to  the  amount  of  the  abatement  allowed, 
with  interest  from  the  time  of  payment  of  said  tax  and  all 
charges  paid  therewith.    If  no  abatement  is  granted,  said  county 


f» 


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72 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


commissioners  or  said  board  may  allow  the  city  or  town  its  ex- 
penses and  costs,  to  be  paid  by  the  company. 

Section  5.  Section  fifty-one  of  Part  III  of  chapter  four  hun- 
dred and  ninety  of  the  acts  of  the  year  nineteen  hundred  and  nine 
is  hereby  amended  by  striking  out  the  words  "of  the  preceding 
section",  in  the  third  line,  so  that  the  section  as  amended  shall 
read  as  follows :  — Section  dL  All  taxes  which  are  collected 
from  a  street  railway  or  an  electric  railroad  company  and  paid  to 
a  city  or  town  under  the  provisions  of  section  sixty-five,  and  of 
section  twenty-eight  of  chapter  five  hundred  and  seventy-eight  of 
the  acts  of  the  year  eighteen  hundred  and  ninety-eight,  shall  be 
applied  in  the  case  of  street  railway  companies  toward  the  repair 
and  maintenance  of  the  public  ways  and  the  removal  of  snow 
therefrom  within  such  city  or  town,  and  in  the  case  of  electric 
railroad  companies  shall  be  applied  toward  the  construction,  re- 
pair and  maintenance  of  the  public  ways  and  places  in  which  the 
tracks  of  such  company  are  located,  and  to  the  removal  of  snow 
from  such  public  ways  and  places  within  such  cities  and  towns. 

Section  6.  Sections  forty-seven  to  fifty,  inclusive,  of  Part  III 
of  chapter  four  hundred  and  ninety  of  the  acts  of  the  year  nine- 
teen hundred  and  nine,  and  all  other  acts  and  parts  of  acts  in- 
consistent herewith,  and  any  portion  of  chapter  five  hundred 
and  seventy-eight  of  the  acts  of  the  year  eighteen  hundred  and 
ninety-eight  which  might  otherwise  be  held  to  prevent  the  appli- 
cation of  this  act  to  the  Boston  Elevated  Railway  Company  or 
to  any  railways  now  owned,  leased  or  operated  by  it,  are  hereby 
repealed. 

Section  7.     This  act  shall  take  effect  upon  its  passage. 

6. 

An  Act  relative  to  the  Alteration  of  Location  of  Tracks 
to  provide  for  Improved  Equipment. 

Be  it  enactedf  etc.,  as  follows: 

Section  1.  Section  sixty-five  of  Part  III  of  chapter  four  hun- 
dred and  sixty-three  of  the  acts  of  the  year  nineteen  hundred  and 
six,  as  amended,  is  hereby  further  amended  by  adding  at  the  end 
thereof  the  following:  —  If  the  board  of  aldermen  or  selectmen 
act  adversely  or  fail  to  act  within  sixty  days  from  the  date  of 
filing  the  petition  by  a  street  railway  company  requesting  au- 
thority to  alter  the  location  of  its  tracks  so  that  a  more  improved 
type   of   equipment   may   be   used,   in   order   to   provide   better 


1918.] 


SENATE  —  No.  300. 


73 


service,  the  petitioner  or  any  interested  party  may  file  such  pe- 
tition with  the  public  service  commission,  which  shall,  after  public 
notice  and  a  hearing  determine  whether  public  necessity  and  con- 
venience require  the  granting  of  such  petition,  and  shall  make  an 
order  dismissing  such  petition  or  requiring  the  street  railway  to 
make  the  necessary  alteration  in  the  location  of  its  tracks,  -—  so 
that  the  section  will  read  as  follows:  —  Sectio7i  65.     The  board  of 
aldermen  of  a  city  or  the  selectmen  of  a  town,  upon  the  petition 
executed  in  accordance  with  by-laws  or  a  vote  of  the  directors  of 
a  street  railway  company  whose  tracks  are  located  in  said  city  or 
town,  or  upon  the  petition  of  any  interested  party,  after  public 
notice  and  a  hearing  as  provided  in  section  seven,  may  alter  the 
location  of  the  tracks  in  the  manner  prescribed  in,  and  subject  to 
the  provisions  of,  the  preceding  section.    Such  alteration  shall  be 
made    by    such    company    within    such    time,    and    the    expense 
thereof  shall  be  borne  by  such  party  or  parties  and  in  such  pro- 
portions as  the  board  of  aldermen  or  selectmen  may  determine. 
No  such  alteration  of  a  location  shall  be  valid  until  the  board  of 
railroad  commissioners,  after  public  notice  and  a  hearing,  shall 
certify  that  such  alteration  is  consistent  with  the  public  interests. 
If  said  board  requires  an  amendment  to  such  alteration  before 
certifying  that  the  same  is  consistent  with  the  public  interests, 
said  board  shall  notify  the  board  of  aldermen  or  selectmen  of 
such  amendment;  and  thereafter  said  board  of  aldermen  or  select- 
men  may  amend  such  alteration  in   accordance  with  the  said 
amendment:  provided,  that,  if  such  amendment  involves  a  change 
in  the  route  of  the  railway,  public  notice  and  a  hearing  shall  be 
given  as  hereinbefore  provided  in  the  case  of  the  original  applica- 
tion for  an  alteration;   and  thereafter  the  board  of  railroad  com- 
missioners may,  as  a  part  of  the  original  proceedings  before  it, 
certify  that  such  alteration  so  amended  is  consistent  with  the 
public  interests.    An  alteration,  so  certified  to  be  consistent  with 
the  public  interests,  shall  be  a  valid  location,  if,  within  sixty  days 
after  the  issue  of  notice  of  said  certification  to  the  company,  it 
shall   file   a   written   acceptance  of  such   alteration,  executed  in 
accordance  with  its  by-laws  or  a  vote  of  its  directors,  with  the 
board  of  aldermen  or  selectmen.     If  the  board  of  aldermen  or 
selectmen  act  adversely  or  fail  to  act  within  sixty  days  from  the 
date  of  filing  the  petition  by  a  street  railway  company  requesting 
authority  to  alter  the  location  of  its  tracks  so  that  a  more  im- 
proved type  of  equipment  may  be  used,  in  order  to  provide  better 
service,  the  petitioner  or  any  interested  party  may  file  such  pe- 


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74 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


tition  with  the  public  service  commission,  which  shall,  after 
public  notice  and  a  hearing  determine  whether  public  necessity 
and  convenience  require  the  granting  of  such  petition,  and  shall 
make  an  order  dismissing  such  petition  or  requiring  the  street 
railway  to  make  the  necessary  alteration  in  the  location  of  its 
tracks. 

Section  2.     This  act  shall  take  effect  upon  its  passage. 

6. 

An  Act  relative  to  the  Alteration  of  Location  of  Street 

Railway  Tracks  in  Highways. 

Be  it  enacted f  etc.,  as  follows: 

Section  1.  Section  sixty-five  of  Part  III  of  chapter  four  hun- 
dred and  sixty-three  of  the  acts  of  the  year  nineteen  hundred  and 
six,  as  amended  by  section  three  of  chapter  four  hundred  and 
seventeen  of  the  acts  of  the  year  nineteen  hundred  and  nine,  is 
hereby  further  amended  by  inserting  after  the  word  "determine", 
in  the  twelfth  line,  the  following :  —  provided^  however ,  the  expense 
of  such  alteration  shall  be  borne  by  the  street  railway  company 
only  when  made  upon  the  petition  of  such  company. 

Section  2.  Part  III  of  said  chapter  four  hundred  sixty-three 
of  the  acts  of  the  year  nineteen  hundred  and  six  is  hereby 
amended  by  striking  out  section  sixty-eight,  and  substituting  the 
following :  —  Section  68.  If  a  street  or  highway  in  which  the 
tracks  of  a  street  railway  company  have  been  located  for  a  period 
of  five  years  is  altered,  or  if  the  grade  thereof  is  changed  under 
the  provisions  of  chapters  forty-eight  or  fifty  of  the  Revised 
Laws,  the  company  shall  not  be  required  to  bear  any  portion  of 
the  expense  thereof. 

Section  3.  Section  seventy.  Part  III  of  said  chapter  four 
hundred  and  sixty-three,  as  amended  by  section  four  of  chapter 
four  hundred  and  seventeen  of  the  acts  of  the  year  nineteen  hun- 
dred and  nine,  is  hereby  further  amended  by  striking  out  section 
seventy  and  substituting  the  following:  —  Section  70.  If  the 
board  of  aldermen  of  a  city  or  the  selectmen  of  a  town  and  a 
street  railway  company  having  a  location  in  a  way  which  said 
aldermen  or  said  selectmen  or  the  county  commissioners  of  the 
county  in  which  said  city  or  town  lies  have  in  writing  requested 
the  commonwealth  to  take  charge  of,  make  application  to  the 
Massachusetts  highway  commission,  and  with  the  application 
submit  satisfactory  plans,  profiles  and  cross-sections  of  said  way,. 


1918.] 


SENATE  —  No.  300. 


75 


the  commission  shall  indicate  on  such  plans,  profiles,  cross-sec- 
tions a  location  and  grade  for  the  tracks  of  said  street  railway 
company.  If  the  commission  considers  said  way  suitable  for  a 
state  highway,  the  commission  shall  pay,  out  of  the  appropria- 
tions for  the  construction  and  repair  of  state  highways,  the 
damages  sustained  by  a  person  whose  property  may  be  injured 
by  the  construction  of  such  state  highway  and  the  cost  of  grading 
the  said  way  to  the  lines  established  by  the  Massachusetts  high- 
way commission.  A  way  which  is  graded  under  the  provisions  of 
this  section  shall  remain  a  town  way  or  a  highway,  subject  to  all 
laws  relative  thereto,  until  said  way  is  taken  charge  of  as  a  state 
highway  by  the  commonwealth. 

Section  4.     This  act  shall  take  effect  upon  its  passage. 

7. 

An  Act  relative  to  the  Alteration  or  Construction  of 
Bridges  upon  which  Street  Railway  Tracks  are 
located  or  are  to  be  located. 

Be  it  enacted^  etc.,  as  follows: 

Section  1.     Section  twenty-three  of  Part  I  of  chapter  four 
hundred  and  sixty-three  of  the  acts  of  the  year  nineteen  hundred 
and  six,  as  amended  by  section  one  of  chapter  five  hundred  and 
forty-two  of  the  acts  of  the  year  nineteen  hundred  and  eight,  and 
by  section  one  of  chapter  forty-seven  of  the  acts  of  the  year 
nineteen  hundred  and  nine,  is  hereby  further  amended  by  striking 
out  the  last  sentence  thereof,  and  by  striking  out  the  words  "rail- 
road    commissioners"     and     substituting     the     words :  — public 
service  commission,  —  so  that  said  section  will  read  as  follows:  — 
Section  23.     If  a  public  way  and  a  railroad  cross  each  other,  and 
the  board  of  aldermen  of  the  city  or  the  selectmen  of  the  town  in 
which  the  crossing  is  situated,  or  the  directors  of  the  railroad  cor- 
poration, or  the  directors  of  a  street  railway  company  having 
tracks  on  the  said  way  are  of  opinion  that  it  is  necessary  for  the 
security  or  convenience  of  the  public  that  an  alteration  which 
does  not  involve  the  abolition  of  a  crossing  at  grade  should  be 
made  in  the  crossing,  the  approaches  thereto,  the  location  of  the 
railroad  or  way,  or  in  a  bridge  at  the  crossing,  they  shall  apply  to 
the  county  commissioners,  or,  if  the  crossing  is  situated,  in  whole 
or  in  part,  in  the  city  of  Boston,  to  the  public  service  commission, 
who  shall,  after  public  notice,  hear  all  parties  interested,  and  if 
they  decide  that  such  alteration  is  necessary,  shall  prescribe  the 


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76 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


manner  and  limits  within  which  it  shall  be  made,  and  shall  forth- 
with certify  their  decision  to  the  parties  and  to  said  board.  This 
proceeding  may  include  any  case  where  there  is  need  of  the  re- 
building of  a  highway  bridge  or  any  structural  change  or  renewal 
for  the  purpose  of  strengthening  or  improving  it. 

Section  2.     Section    twenty-five   of   Part    I   of   said    chapter 
four  hundred  and  sixty-three  is  hereby  amended  by  striking  out 
the  words   "the  street  railway   company  having  tracks  in  said 
way ",  in  the  tenth  and  eleventh  lines,  and  also  the  last  sentence, 
so  as  to  read  as  follows:  —  Section  25.     A  special  commission  of 
three  disinterested  persons,  who  shall  be  appointed  as  provided 
in  the  following  section,  shall  determine  which  party  shall  carry 
such  decision  into  effect  and  which  party  shall  pay  the  charges 
and  expenses  of  making  such  alteration  and  the  future  charges 
for  keeping  such  bridge  or  crossing  and  the  approaches  thereto  in 
repair,  as  well  as  the  cost  of  the  application  to  the  county  com- 
missioners, or  the  board  of  railroad  commissioners  and  of  the 
hearing  before  said  special  commission;   and  it  may  apportion  all 
such  charges,  expenses  and  costs  between  the  railroad  corpora- 
tion and  the  counties,  cities  or  towns  in  which  said  crossing  is 
situated  and  other  cities  and  towns  which  may  be  specially  bene- 
fited. 

Section  3.     This  act  shall  take  effect  upon  its  passage. 

8a. 

An  Act  relative  to  Street  Railway  Service  at  Cost. 
Be  it  enacted  J  etc.,  as  follows: 

Section  1.  Any  company  operating  a  street  railway,  as  de- 
fined in  section  one  of  Part  III  of  chapter  four  hundred  sixty- 
three  of  the  acts  of  the  year  nineteen  hundred  and  six,  whether 
organized  under  general  or  special  law,  may  accept  the  provisions 
of  this  act  in  the  manner  hereinafter  provided.  Any  street  rail- 
way company  which  shall  so  accept  the  provisions  of  this  act 
shall  after  the  determination  of  the  investment  value  of  its  prop- 
erty as  hereinafter  provided  furnish  transportation  at  cost.  Cost 
shall  include  all  operating  expenses,  taxes,  rentals,  provision  for 
depreciation  to  be  fixed  by  the  commission,  and  an  interest  re- 
turn upon  the  investment  value  of  the  property  as  hereinafter 
provided. 

Section  2.     In  determining  the  investment  value  of  the  prop- 
erty of  an  accepting  company  (hereinafter  called  the  company) 


1918.] 


SENATE  —  No.  300. 


77 


the  public  service  commission  (hereinafter  called  the  commission) 
shall  include  the  following  items:  — 

(a)  The  cash  actually  paid  to  the  company  for  issues  of  its 
stock,  bonds  and  other  obligations  which  have  been  approved  by 
the  commission  or  by  the  board  of  railroad  commissioners. 

(6)  The  face  or  par  value  of  its  stock,  bonds  and  other  obliga- 
tions issued  for  property  where  the  commission  or  the  board  of 
railroad  commissioners  have  determined  that  the  value  of  such 
property  is  equal  to  the  par  or  face  value  of  the  securities  issued 
therefor. 

(c)  In  cases  where  issues  of  stock  or  of  bonds  or  other  obliga- 
tions payable  at  periods  of  more  than  twelve  months  after  the 
date  thereof  have  not  been  approved  by  the  commission  or  by 
the  board  of  railroad  commissioners,  or  the  same  have  been 
issued  for  property  without  any  determination  by  the  commission 
or  by  the  board  of  railroad  commissioners  that  the  value  of  such 
property  is  equal  to  the  par  or  face  value  of  the  securities  issued 
therefor,  such  amount  as  the  commission  shall  determine  to  repre- 
sent the  fair  cost  of  such  property  to  the  extent  that  the  same  is 
within  the  commonwealth,  or  when  cash  was  paid  the  amount  of 
cash  actually  received  by  the  company  for  such  securities. 

Section  3.  In  case  the  company  has  leased  the  entire  prop- 
erty of  another  company,  and  the  operation  of  the  two  companies 
or  their  financial  affairs  have  become  so  clearly  associated  that  in 
the  opinion  of  the  commission  it  would  be  convenient  or  ad- 
visable to  regard  the  said  properties  as  a  unit,  the  commission 
may  include  the  properties  of  the  lessor  company  in  the  invest- 
ment value  of  the  property  of  the  lessee  company;  but  in  such 
case  the  rent  paid  by  the  lessee  to  the  lessor  shall  not  be  included 
in  operating  expense,  but  shall  be  paid  by  the  lessee  company 
from  its  interest  return. 

Section  4.  If  the  investment  value  of  the  property  of  a  com- 
pany has  been  determined  within  three  years  of  the  date  of  the 
passage  of  this  act,  the  amount  so  determined,  with  the  addition 
of  amounts  subsequently  expended  as  found  by  the  commission, 
shall  be  deemed  the  investment  value. 

Section  5.  If  upon  the  determination  of  the  investment  value 
of  the  company's  property  by  the  commission  it  appears  that  the 
company  has  not  during  any  year  in  the  five  fiscal  years  of  such 
company  preceding  such  determination  reported  to  the  commis- 
sion or  the  board  of  railroad  commissioners  an  operating  income 
of  at  least  four  per  cent  upon  such  investment  value,  such  com- 


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78 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


pany  shall  be  excluded  from  the  operation  of  this  act,  and  its 
acceptance  thereof  shall  be  void  and  of  no  effect,  and  no  further 
proceedings  shall  be  had  hereunder:  provided j  however ,  that  such 
company  by  a  vote  of  not  less  than  a  majority  of  its  stockholders 
entitled  to  vote  may  elect  to  accept  a  reduced  investment  value 
of  not  more  than  the  amount  upon  which  it  has  so  reported  an 
operating  income  of  four  per  cent,  and  upon  such  vote  it  shall  be 
included  in  the  operation  of  this  act. 

Section  6.  The  investment  value  of  the  property  of  the  com- 
pany shall  be  increased  from  time  to  time  by  the  following 
items:  — 

(a)  The  face  or  par  value  of  stock,  bonds  and  other  obligations 
issued  for  property  and  with  the  approval  of  the  commission. 

(6)  Cash  received  by  the  company  in  respect  to  issues  of  its 
stock,  bonds  and  other  obligations  which  have  been  approved  by 
the  commission. 

(c)  Any  portion  of  the  interest  return  which  the  company  may 
expend  for  additions  or  improvements. 

Section  7.  If  the  company  is  dissatisfied  with  the  determina- 
tion by  the  commission  of  the  investment  value  of  its  property 
it  may  appeal  to  the  supreme  judicial  court  from  the  determina- 
tion of  the  commission.  Until  the  final  adjudication  of  such 
appeal  the  investment  value  shall  be  the  amount  determined  by 
the  commission:  provided,  however,  that  if  the  supreme  judicial 
court  shall  find  an  investment  value  in  excess  of  the  amount  de- 
termined by  the  commission  the  company  shall  be  entitled  to  re- 
ceive the  interest  return  on  such  additional  amount  from  the  date 
of  its  acceptance  of  the  provisions  of  this  act. 

Section  8.  A  company  shall  forthwith,  upon  the  determina- 
tion by  the  commission  of  the  investment  value  of  its  property, 
provide  for  itself  a  reserve  fund  which  shall  not  be  less  than  three 
per  cent  nor  more  than  six  per  cent  of  such  investment  value. 
The  reserve  fund  shall  be  available  as  an  equalizing  fund  to  pro- 
vide for  unexpected  or  unusual  contingencies  in  the  business,  due 
to  seasonal  or  other  changes  temporarily  affecting  its  revenues. 
To  provide  the  reserve  fund  the  company,  notwithstanding  any 
provision  of  this  act  or  any  restrictions  imposed  by  the  laws  now 
in  force,  may  issue  such  stock,  bonds  or  other  obligations  as  the 
commission  may  approve.  The  subscribers  to  the  reserve  fund 
shall  pay  twenty-five  per  cent  of  their  subscription  upon  accept- 
ance of  the  act  by  the  company,  and  the  balance  may  be  paid  as 
follows:    twenty-five  per  cent  four  months,  twenty  per  cent  eight 


1918.] 


SENATE  —  No.  300. 


79 


months,  twenty  per  cent  fifteen  months,  and  ten  per  cent  eight- 
een months  thereafter.  When  paid  in  full  not  less  than  seventy 
per  cent  of  the  reserve  fund  shall  be  invested  in  bonds  of  the 
United  States  government,  and  the  uninvested  balance  shall  be 
deposited  in  a  special  bank  account  to  be  known  as  the  reserve 
fund  account.  If  at  the  end  of  any  calendar  year  the  investment 
value  of  the  properties  of  the  company  shall  be  increased  the 
company  shall  forthwith  proportionately  increase  its  reserve  fund 
so  that  the  amount  originally  contributed,  with  any  subsequent 
additions  from  sources  other  than  earnings,  shall  not  be  less  than 
three  per  cent  of  the  investment  value  of  its  properties. 

Section  9.  The  company  shall  provide  by  the  issue  of  securi- 
ties an  improvement  fund  to  an  amount  required  by  the  commis- 
sion but  not  exceeding  the  reserve  fund.  This  improvement  fund 
shall  be  fully  subscribed  within  sixty  days  after  determination  of 
the  investment  value  of  the  property  of  the  company,  and  shall 
be  paid  in  from  time  to  time  as  required  by  a  plan  of  gradual 
improvement  to  be  submitted  to  and  approved  by  the  commis- 
sion. 

Section  10.  The  company  shall  establish  a  depreciation  re- 
serve and  shall  pay  into  it  from  time  to  time  such  sums  as  the 
commission  shall  direct,  to  the  end  that  adequate  replacements 
and  renewals  shall  be  made  from  time  to  time. 

Section  11.  The  company  shall  also  establish  an  accident  re- 
serve, and  shall  pay  into  it  from  time  to  time  such  sums  as  the 
commission  shall  direct.  The  funds  deposited  in  this  reserve  shall 
be  used  to  pay  unusual  expenses  incident  to  losses  suffered  by  the 
company  on  account  of  persons  killed  or  injured. 

Section  12.  The  company  shall  be  entitled  to  receive  each 
month  an  interest  return  of  one-half  of  one  per  cent  of  the  in- 
vestment value  of  its  properties.  If  the  company  at  any  time 
finds  that  the  interest  return  above  provided  for  is  insufficient  to 
enable  it  to  procure  additional  funds  by  the  sale  of  its  securities, 
it  may  apply  to  the  commission,  which  may  permit  the  company 
to  increase  its  interest  return,  and  shall  also  determine  for  what 
length  of  time  the  increase  interest  return  shall  be  in  force. 

Section  13.  The  accounts  of  the  company  shall  be  kept  in 
such  manner  as  the  commission  shall  from  time  to  time  direct, 
provided  that  its  operating  revenues  from  whatever  source  de- 
rived shall  be  used  for  the  purposes  and  in  the  following  order:  — 

First.  —  To  pay  or  provide  for  the  payment  of  all  operating  ex- 
penses,  taxes,   rentals,   depreciation,   and   accident  reserves   and 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


other  costs  properly  chargeable  against  income  or  surplus  under 
the  present  accounting  system  of  the  interstate  commerce  com- 
mission or  such  account  system  as  may  be  approved  by  the  public 
service  commission. 

Second.  —  To  set  apart  each  month  for  the  use  of  the  company 
an  interest  return  of  not  less  than  one  half  of  one  per  cent  of  the 
investment  value  of  its  properties. 

Third.  —  To  pay  the  balance  into  the  reserve  fund  of  the  com- 
pany. 

Section  14.  If  in  any  month  the  operating  revenues  of  the 
company  are  insufficient  to  meet  the  operating  costs  and  the 
interest  return  to  the  company,  as  provided  in  section  eleven 
hereof,  the  company  may  appropriate  from  the  reserve  fund  an 
amount  sufficient  to  meet  the  deficiency,  and  within  five  days 
shall  report  the  fact  to  the  commission. 

Section  15.  On  or  before  the  twenty-fifth  of  each  month  the 
company  shall  file  with  the  commission  a  statement  for  the 
calendar  month  next  preceding,  showing  — 

(a)  The  amount  of  operating  revenues  from  whatever  source 
derived. 

(b)  The  amount  paid  out  and  applied  under  each  of  the  sub- 
divisions of  section  twelve  hereof,  and  the  amount  on  deposit  in 
the  accident  reserve  and  in  the  depreciation  reserve. 

(c)  The  amount,  if  any,  paid  by  the  company  into  the  reserve 
fund. 

(d)  The  amount,  if  any,  appropriated  by  the  company  from 
the  reserve  fund  to  meet  the  deficiency  in  the  amount  of  return 
to  which  it  is  entitled  or  in  the  payments  which  it  is  required  to 
make. 

(e)  The  amount  of  reserve  fund. 

Section  16.  Immediately  upon  the  acceptance  of  this  act  the 
company  shall  file  with  the  commission  a  rate  schedule  which 
shall  provide  for  eight  grades  of  fare  and  transfer  privileges,  four 
of  which  will  produce  a  gradual  increase  and  four  of  which  will 
produce  a  gradual  decrease  in  its  present  operating  revenues,  and 
the  commission  within  sixty  days  thereafter  shall  approve  the 
said  schedule  or  shall  make  such  changes  therein  as  it  finds  ad- 
visable. All  changes  of  fare  made  or  required  to  be  made  by  the 
company,  in  the  manner  hereinafter  provided,  shall  be  in  accord- 
ance with  the  said  rate  schedule.  The  company  whenever  any 
change  of  fare  is  made  shall,  with  the  approval  of  the  commission, 
establish  and  add  to  its  rate  schedule  additional  grades  of  fare,  so 


1918.] 


SENATE  —  No.  300. 


81 


that  the  said  schedule  will  at  all  times  provide  four  successive 
grades  for  the  respective  increase  and  decrease  of  the  operating 
revenues  of  the  company.  If  at  any  time  it  shall  appear  in  the 
interest  of  the  public  or  of  the  company  that  the  said  schedule 
should  be  changed  either  with  regard  to  the  method  or  basis  upon 
which  the  fares  and  transfer  privileges  are  established,  or  because 
the  steps  between  the  different  grades  are  too  small  or  too  great, 
or  for  any  other  reason,  the  company  and  the  commission  may  by 
agreement  change  the  said  schedule. 

Section  17.  It  shall  be  the  duty  of  the  commission  to  see  to 
it  that  the  operating  revenues  of  the  company  shall  be  adequate 
to  maintain  the  reserve  fund  at  about  its  original  or  normal 
amount,  and  with  due  regard  to  the  uses  of  the  fund  as  stated  in 
section  seven  hereof  it  shall  be  its  duty  to  require  the  company 
to  put  in  force  from  time  to  time  such  grade  of  fares  as  in  its 
opinion  will  be  adequate  to  maintain  the  reserve  fund  at  about 
its  normal  amount.  The  company  shall,  however,  without  any 
authorization  or  requirement  of  the  commission,  immediately  put 
in  force  the  next  succeeding  lower  grade  of  fare  as  shown  on  its 
rate  schedule  if  at  the  end  of  any  fiscal  year  its  reserve  fund  shall 
be  increased  to  fifty  per  cent  in  excess  of  its  original  or  normal 
amount,  and  if  after  operating  six  months  under  such  lower  grade 
of  fare  the  reserve  fund  shall  then  exceed  its  original  or  normal 
amount  by  more  than  twenty  per  cent  then  the  fares  of  the  Com- 
pany shall  again  be  reduced  to  the  next  succeeding  lower  grade  in 
the  rate  schedule  herein  provided  for.  A  further  reduction  shall 
thereafter  be  made  at  intervals  of  six  months  by  steps  each  to 
the  next  lower  grade  of  fare  until  the  reserve  fund  shall  amount 
to  less  than  ten  per  cent  in  excess  of  its  original  or  normal 
amount.  If  at  the  end  of  ninety  days  from  the  acceptance  of 
this  act  the  reserve  fund  of  any  company  shall  have  been  reduced 
to  eighty-five  per  cent  of  its  normal  amount,  the  company  shall 
without  any  authorization  or  requirement  immediately  adopt  the 
next  higher  grade  of  fare.  The  company  shall  also  without  any 
authorization  or  requirement  of  the  commission  immediately 
adopt  the  next  succeeding  higher  grade  of  fare  as  shown  on  its 
rate  schedule  if  and  whenever  its  reserve  fund  shall  be  reduced  to 
fifty  per  cent  of  its  original  or  normal  amount,  and  if  at  the  end 
of  three  months  after  such  increase  said  reserve  fund  is  less  than 
seventy  per  cent  of  its  original  or  normal  amount  the  company 
shall  again  increase  its  fares  from  the  grade  then  in  force  to  the 
next  higher  grade  in  the  said  rate  schedule,  and  shall  continue  to 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


increase  its  fares  by  steps  from  the  grade  then  in  force  to  the 
next  higher  grade  in  the  said  schedule  at  intervals  of  not  less  than 
three  months,  until  such  reserve  fund  equals  ninety  per  cent  of 
its  original  or  normal  amount. 

Section  18.  The  properties  of  the  company  shall  be  operated 
subject  to  the  supervision  of  the  commission,  which  may  require 
such  changes  in  service,  management,  operating  conditions  and 
otherwise  as  may  in  its  opinion  be  necessary  for  the  efficient  con- 
duct of  the  business  of  the  company  in  the  interest  of  the  public. 
When  any  difference  shall  arise  between  the  company  and  the 
commission  in  regard  to  carrying  out  the  provision  of  this  section, 
and  the  company  and  the  commission  are  unable  to  agree,  the 
matter  in  dispute  shall  be  determined  by  arbitration  by  three  dis- 
interested persons,  one  appointed  by  the  commission,  one  by  the 
company,  and  the  third  by  the  chief  justice  of  the  supreme 
judicial  court. 

Section  19.  The  company  shall  be  bound  to  sell  to  the  com- 
monwealth or  any  political  subdivision  thereof  at  any  time  its 
entire  property  at  its  then  existing  investment  value  as  de- 
termined under  the  provisions  of  this  act.  The  purchaser  shall 
assume  all  leases,  contracts,  etc.,  and  the  payment  of  all  valid 
obligations.  This  provision  shall  not  preclude  the  commonwealth 
from  acquiring  any  street  railway  at  a  less  price  by  purchase  or 
otherwise  under  the  provisions  of  existing  or  future  laws. 

Section  20.  The  company  may  issue  its  stock,  bonds  and 
other  obligations  with  the  approval  of  the  commission  in  the 
manner  now  provided  by  law,  and  sell  the  same  at  prices  to  be 
approved  by  the  commission,  which  prices  may  be  below  their 
par  value,  and  may  hereafter  from  time  to  time  with  the  approval 
of  the  commission  as  aforesaid  issue  bonds  to  an  amount  which 
when  added  to  the  amount  of  its  indebtedness  then  outstanding 
shall  not  cause  the  aggregate  amount  of  its  bonded  indebtedness 
to  exceed  by  more  than  fifty  per  cent  the  amount  of  its  capital 
stock  actually  paid  in  at  the  time  plus  premiums  and  deducting 
discounts  on  stock  sold. 

Section  21.  The  governor,  with  the  consent  of  the  council, 
shall  appoint  for  a  term  of  three  years  a  director  to  the  board  of 
directors  of  the  company,  to  be  known  as  the  state  director,  who 
shall  be  a  resident  of  a  city  or  town  served  by  such  company, 
but  shall  not  be  an  owner  of  its  stock  or  bonds.  The  by-laws  of 
the  company  shall  provide  for  monthly  meetings  of  the  board  of 
directors. 


1918.] 


SENATE  —  No.  300. 


83 


Section  22.  The  commonwealth  shall  be  divided  into  ten 
street  railway  districts,  and  for  each  district  the  commission  shall 
appoint  a  resident  deputy  commission  for  a  term  of  three  years, 
his  salary  and  expense  allowance  to  be  fixed  by  the  commission 
and  paid  by  the  commonwealth.  It  shall  be  his  duty  to  keep  in 
constant  touch  with  the  operation  of  the  company  and  with  the 
communities  served  thereby,  and  to  inform  the  commission  of  all 
complaints  and  criticisms  of  the  service  rendered  in  order  that 
the  commission  may  at  all  times  be  in  a  position  to  take  such 
action,  if  any,  as  may  be  required  in  the  public  interest. 

Section  23.  The  commission  shall  employ  two  examiners  ex- 
perienced in  the  street  railway  business,  their  salaries  and  expense 
allowance  to  be  fixed  by  the  commission  and  paid  by  the  com- 
panies. It  shall  be  the  duty  of  the  examiners  to  supply  the  com- 
mission with  information  as  to  the  condition  and  operating 
efficiency  of  the  company  and  to  suggest  such  changes  therein  as 
may  seem  to  them  necessary  and  advisable. 

Section  24.  This  act  may  be  accepted  by  a  company  by  vote 
of  not  less  than  a  majority  of  all  its  stock  outstanding  and  en- 
titled to  vote,  at  a  special  meeting  of  its  stockholders  duly  called 
for  the  purpose.  A  copy  of  such  vote  shall  be  filed  with  the  secre- 
tary of  the  commonwealth  and  with  the  commission.  No  pro- 
vision of  any  general  or  special  law  establishing  a  fixed  rate  of 
fare  shall  be  thereafter  applicable  to  any  such  company. 

Section  25.  Whenever  after  the  date  of  the  passage  of  this 
act  any  bonds  or  other  obligations  have  been  issued  by  a  com- 
pany which  has  accepted  the  same,  the  provisions  of  the  act  shall 
not  be  changed  so  as  to  diminish  the  interest  return  on  the  in- 
vestment value  of  its  property  as  provided  herein  so  long  as  any 
of  such  bonds  or  other  obligations  remain  outstanding. 

8b. 
An  Act  to  provide  Street  Railway  Service  at  Cost. 
Be  it  enacted,  etc.,  as  follows: 

Section  1.  Any  street  railway  company  which  accepts  this 
act  as  provided  in  section  thirteen  shall  thereafter  furnish 
service  to  the  public  at  cost,  and  shall  thereafter  be  subject  to 
the  provisions  of  this  act  with  reference  to  the  matters  specified 
herein,  but  in  all  other  respects  shall  be  subject  to  the  general 
laws  relating  to  street  railway  companies. 

Section  2.  The  cost  of  the  service  shall  include  operating  ex- 
penses, taxes,  rentals,  interest  on  all  indebtedness  not  included  in 


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84 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


invested  capital,  such  allowances  for  depreciation,  obsolescence 
and  losses  in  respect  of  sold,  destroyed  or  abandoned  property  as 
may  be  fixed  in  the  case  of  each  company  by  the  public  service 
commission,  and  all  other  expenditures  and  charges  which  under 
the  classification  of  accounts  of  the  interstate  commerce  commis- 
sion and  under  the  laws  of  the  commonwealth  are  properly 
chargeable  against  income  or  surplus.  The  cost  of  the  service 
shall  also  include  interest  at  the  rate  of  six  per  cent  per  annum 
on  the  capital  invested:  ^provided,  however,  that  if  the  public 
service  commission  is  of  opinion  at  any  time  that  a  higher  return 
upon  the  capital  invested  is  necessary  in  order  to  enable  the  com- 
pany to  secure  additional  capital  it  may  upon  the  application  of 
the  company  fix  such  rate  of  return  and  also  the  length  of  time 
for  which  it  shall  be  in  force. 

Section  3.  The  words  "invested  capital"  or  "capital  actually 
invested"  as  used  in  this  act  shall  mean  the  aggregate  of  the  fol- 
lowing items :  — 

(a)  Cash  actually  paid  into  the  company  for  stock  and  bonds 
issued  for  capital  purposes  with  the  approval  of  the  public 
service  commission  or  its  predecessor,  the  railroad  commission. 

(6)  The  face  or  par  value  of  stock  or  bonds  issued  for  capital 
purposes  or  paid  for  in  property  where  the  public  service  commis- 
sion or  its  predecessor,  the  railroad  commission,  after  the  issue  of 
such  stock  or  bonds,  determined  that  the  then  value  of  the  prop- 
erty of  the  company  was  equal  to  the  face  value  of  its  capital 
stock  and  its  indebtedness. 

(c)  In  all  cases  other  than  those  provided  for  in  subsections 
(a)  and  (6),  the  actual  cash  paid  in  or  actual  cash  value  of  prop- 
erty paid  in  for  stock  or  bonds  issued  for  capital  purposes  where 
such  issue  was  not  approved  by  the  public  service  commission,  or 
its  predecessor,  the  railroad  commission,  the  amount  of  such  cash 
so  paid  in  or  the  cash  value  of  the  property  so  paid  in  to  be  de- 
termined by  the  public  service  commission  upon  the  application 
of  the  company:  provided,  however,  that  if  the  amount  of  cash  so 
paid  in  or  the  cash  value  of  the  property  so  paid  in  shall  have 
heretofore  been  determined  in  any  other  proceeding  by  the  public 
service  commission  or  its  predecessor,  no  further  determination 
shall  be  necessary. 

(d)  Stock  or  bonds  issued  to  provide  the  reserve  fund  herein- 
after mentioned  shall  be  deemed  to  have  been  issued  for  capital 
purposes. 
In  the  case  of  consolidation  of  two  or  more  companies  or  the 


1918.] 


SENATE  —  No.  300. 


85 


purchase  of  all  the  property  and  franchises  of  one  company  by 
another,  the  invested  capital  of  the  consolidated  company  shall 
be  deemed  to  be  the  aggregate  amount  of  Wie  invested  capital  of 
the  companies  consolidated,  and  in  the  case  of  purchase  the  bonds 
and  stocks  issued  or  assumed  in  payment  for  the  properties  and 
franchises  purchased  shall  be  taken  at  an  amount  equal  to  the 
invested  capital  of  the  selling  company  as  herein  defined. 

Section  4.  No  company  shall  accept  this  act  until  it  has  pro- 
vided a  reserve  fund  of  not  less  than  four  per  cent  nor  more  than 
eight  per  cent  of  the  par  value  of  its  outstanding  capital  stock, 
but  in  no  event  to  exceed  one  million  dollars.  Such  reserve  fund 
may  be  provided  by  the  issue  of  either  stock  or  bonds,  and  the 
company  may,  with  the  consent  of  not  less  than  two  thirds  of  its 
stockholders  present  and  voting  at  any  meeting,  issue  preferred 
stock  for  the  purpose,  carrying  such  rate  of  dividend  and  having 
such  rights  and  preferences  as  the  stockholders  may  deem  neces- 
sary and  as  may  be  approved  by  the  public  service  commission. 

The  reserve  fund  shall  at  all  times  be  kept  separate  and  dis- 
tinct, and  shall  be  used  only  for  the  purpose  of  making  up  a 
deficiency  of  income  where  the  income  of  the  company  is  insuffi- 
cient to  pay  the  cost  of  the  service.  Until  it  is  so  used,  it  may 
be  invested  in  government  bonds  or  such  other  securities  as  may 
be  approved  by  the  public  service  commission. 

Section  5.  Whenever  the  income  of  the  company  is  insuffi- 
cient to  meet  the  cost  of  the  service  as  defined  in  section  two, 
there  shall  be  transferred  from  the  reserve  fund  an  amount 
sufiicient  to  make  up  such  deficiency,  and  if,  on  the  other  hand, 
such  income  is  more  than  sufficient  to  meet  the  cost  of  the 
service,  the  excess  shall  be  transferred  to  and  added  to  the 
amount  of  the  reserve  fund. 

The  company  shall,  on  or  before  the  twenty-fifth  day  of  each 
month,  file  with  the  commission  a  statement  in  such  form  and  in 
such  detail  as  the  commission  may  require,  showing  its  income 
and  expenditures  during  the  preceding  month,  and  the  pro  rata 
amount  set  aside  on  account  of  taxes,  depreciation,  interest  on  in- 
vested capital  and  any  other  periodical  charges.  The  commission 
may  object  to  any  expenditure  or  charge  as  unreasonable,  un- 
lawful or  improper  made  or  to  be  made  by  the  company  in  con- 
nection with  the  maintenance  and  operation  of  its  property.  If 
the  objection  by  the  commission  refers  to  an  expenditure  already 
made,  the  company  forthwith  upon  receipt  of  notice  shall  remove 
the  amount  from  the  account  or  accounts  to  which  it  had  been 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


charged,  and  hold  the  same  in  a  suspense  account  until  the 
amount  in  dispute  is  /idjudicated.  If  the  objection  refers  to  an 
expenditure  to  be  made,  the  company,  if  it  makes  such  expendi- 
ture, shall  charge  to  and  carry  the  same  in  a  suspense  account 
until  the  item  in  dispute  is  adjudicated.  In  case  the  commission 
and  the  company  are  unable  within  ten  days,  Saturdays,  Sundays 
and  legal  holidays  excepted,  after  the  delivery  of  such  notice,  to 
agree  upon  the  reasonableness  and  propriety  of  such  expenditure 
or  charge,  the  same  shall  be  determined  by  arbitration  as  pro- 
vided in  section  six  hereof. 

Any  contract,  agreement  or  undertaking  having  to  do  with  the 
maintenance  and  operation  of  the  company's  property  extending 
beyond  a  period  of  one  year,  or  involving  an  expenditure  of  over 
five  per  cent  of  the  reserve  fund  (or  any  agreement,  contract,  or 
undertaking  having  to  do  with  the  maintenance  and  operation  of 
the  company's  property  which  the  company  shall  desire  to  make, 
subject  to  the  approval  of  the  commission),  shall  be  entered  into 
by  the  company  subject  to  the  approval  of  the  commission.  Any 
payments  made  under  any  such  contract  approved  by  the  com- 
mission shall  not  be  subject  to  objection  hereunder  unless  the 
payments  thereunder  shall  not  be  in  accordance  with  the  terms  of 
such  contract. 

Upon  submission  of  any  such  agreement,  contract  or  undertak- 
ing to  the  commission,  they  shall  either  approve  or  disapprove 
the  same  within  thirty  days  thereafter. 

Section  6.  If  the  company  or  the  commission  are  unable  to 
agree  as  to  any  expenditure  or  charge  as  provided  in  the  preced- 
ing section,  either  the  commission  or  the  company  may  within 
ten  days  thereafter  notify  the  other  of  its  desire  to  submit  the 
dispute  to  arbitration,  and  in  such  notification  shall  name  one 
arbitrator.  Within  ten  days  after  the  receipt  of  such  notice  the 
other  party  shall  name  a  second  arbitrator,  and  the  two  arbitra- 
tors so  chosen  shall  thereupon  within  ten  days,  if  possible,  agree 
upon  a  third  arbitrator,  but  if  they  are  unable  so  to  agree,  the 
third  arbitrator  shall  be  appointed  on  the  application  of  either 
party  either  by  the  governor  of  the  commonwealth  or  by  the 
chief  justice  of  the  superior  court. 

If  it  is  agreed  by  the  commission  and  the  company  or  deter- 
mined by  arbitration  that  the  expenditure  or  charge  so  objected 
to,  or  any  part  thereof,  is  reasonable  and  proper,  the  amount  so 
agreed  upon  or  determined  shall  be  charged  to  the  cost  of  the 
service.    In  so  far  as  all  or  any  part  of  such  expenditure  or  charge 


1918.] 


SENATE  —  No.  300. 


87 


may  be  disallowed  as  unreasonable  or  improper,  the  amount  so 
disallowed  shall  be  borne  by  the  company. 

It  shall  be  the  duty  of  the  commission  in  case  of  objection  to 
any  expenditure  or  charge  to  give  notice  thereof  to  the  company 
within  thirty  days  after  the  commission  has  become  cognizant  of 
such  expenditure  or  charge;  but  any  failure  on  the  part  of  the 
commission  to  give  such  notice  within  thirty  days  shall  not  ex- 
cuse the  company  from  complying  with  the  provisions  hereof  in 
respect  to  the  money  to  be  held  in  suspense,  but  such  delay  may 
be  set  up  by  the  company  as  a  defense  to   the  disallowance 

thereof. 

Section  7.  When  any  company  accepts  this  act,  it  shall  file 
with  such  acceptance  a  schedule  of  eight  different  grades  of  fares 
of  which  four  shall  be  below  its  existing  rate  of  fare  and  four 
above,  and  the  public  service  commission  shall,  within  sixty  days 
thereafter,  either  approve  the  schedule  so  filed,  or  establish  eight 
other  grades  of  fare  in  place  thereof,  and  the  commission  shall  at 
the  same  time  designate  which  of  the  rates  of  fare  so  established 
shall  thereafter  be  in  force  as  being  in  the  opinion  of  the  com- 
mission that  rate  of  fare  which  will  enable  the  company  to  earn 
an  income  sufficient  to  meet  the  cost  of  the  service.  Whenever 
by  reason  of  any  change  in  the  existing  rate  of  fare  there  are  less 
than  four  grades  either  above  or  below  any  new  rate  of  fare  es- 
tablished, the  company  shall  forthwith  file  with  the  commission  a 
schedule  of  such  additional  grades  of  fare  as  may  be  necessary,  so 
that  there  shall  always  be  not  less  than  four  above  and  four  be- 
low the  existing  rate  of  fare,  and  the  commission  shall  thereupon, 
within  sixty  days  thereafter,  either  approve  the  schedule  so  filed 
or  itself  establish  in  lieu  thereof  the  necessary  additional  grades  of 
fare. 

In  fixing  the  different  grades  of  fare  the  differences  between  the 
same  shall  be  such  as  to  effect  either  an  increase  or  decrease  in 
the  annual  revenue  of  the  company,  in  the  opinion  of  the  public 
service  commission,  of  not  less  than  thirty  per  cent  of  the  reserve 
fund. 

If  at  any  time  it  shall  appear  in  the  interest  of  the  public  or  of 
the  company  that  the  said  schedule  should  be  changed  either 
with  regrrd  to  the  method  or  basis  upon  which  the  fares  and 
transfer  privileges  are  established,  or  because  the  steps  between 
the  different  grades  are  too  small  or  too  great,  or  for  any  other 
reason,  the  company  and  the  commission  may  by  agreement 
change  the  said  schedule. 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


The  different  grades  of  fare  may  include  not  only  variations  in 
the  cash  fare,  but  also  provisions  for  sale  of  tickets  at  reduced 
rates,  charging  for  or  elimination  of  transfers,  the  establishment 
in  whole  or  in  part  of  the  zone  system,  so  called,  or  the  variation 
of  fare  limits. 

Section  8.  If,  as  of  June  thirtieth  or  December  thirty-first  in 
any  year,  the  amount  of  the  reserve  fund  shall  exceed  by  thirty 
per  cent  the  amount  originally  established,  the  company  shall  on 
the  following  September  first  or  March  first  put  into  effect  the  * 
next  lower  grade  of  fare,  and  if,  as  of  such  June  thirtieth  or 
December  thirty-first,  the  reserve  fund  shall  be  less  than  seventy 
per  cent  of  the  amount  qriginally  established,  the  company  shall 
on  the  following  September  first  or  March  first  put  into  effect  the 
next  higher  grade  of  fare,  and  on  the  first  days  of  September  and 
March  in  each  year  the  grade  of  fare  shall  be  decreased  or  shall 
be  increased,  as  the  case  may  be,  if  the  amount  of  the  reserve 
fund  is  above  or  below  the  above  limits,  as  of  the  preceding  June 
thirtieth  or  December  thirty-first. 

Section  9.  Every  company  intending  to  accept  this  act  shall, 
prior  to  such  acceptance  and  as  a  condition  thereof,  provide  by 
the  issue  and  sale  of  additional  bonds  or  capital  stock  an  amount 
not  less  than  per  cent  of  the  par  value  of  its  then 

outstanding  stock,  which  amount  shall  be  used  from  time  to  time 
with  the  approval  of  the  public  service  commission  to  pay  for 
additions  and  improvements  to  its  property.  Subscriptions  to 
such  additional  bonds  or  stock  may  be  made  payable  in  such  in- 
stalments and  at  such  times  as  the  board  of  directors  of  the  com- 
pany may  determine. 

Section  10.  Any  company  accepting  this  act  shall  be  bound 
by  the  fact  of  such  acceptance  to  sell  its  entire  property  and 
franchises  as  a  going  concern  to  the  commonwealth  or  to  any 
political  subdivision  thereof  at  any  time  for  an  amount  in  cash 
equal  to  the  capital  invested  as  defined  in  section  three  hereof, 
and  the  purchaser  shall  in  addition  assume  all  the  outstanding 
contracts,  leases  and  other  liabilities  of  the  company  other  than 
stock  and  bonds  issued  for  capital  purposes. 

Section  11.  The  governor  with  the  consent  of  the  council 
shall  appoint  for  a  term  of  three  years  one  of  the  directors  of  the 
board  of  directors  of  any  company  accepting  this  act,  to  be 
known  as  the  state  director.  He  shall  be  a  resident  of  a  city  or 
town  served  by  such  company,  but  shall  not  be  an  owner  of  its 
stock  or  bonds.     The  by-laws  of  the  company  shall  be  modified 


1918.] 


SENATE  —  No.  300. 


89 


so  as  to  permit  of  the  appointment  of  such  director,  and  shall  also 
provide  for  monthly  meetings  of  the  board. 

Section  12.  Upon  the  acceptance  of  this  act  by  any  com- 
pany, the  governor  may,  upon  the  application  of  the  public 
service  commission,  appoint  a  deputy  commissioner  for  a  term  of 
three  years,  whose  duty  it  shall  be  to  keep  in  constant  touch 
with  the  operation  of  the  company's  properties  and  the  character 
and  extent  of  the  service.  Such  deputy  commissioner  shall  be  in 
all  respects  subject  to  the  control  and  direction  of  the  public 
service  commission,  and  shall  keep  them  fully  informed  as  to  all 
matters  which  require  any  action  by  the  commission.  The  salary 
of  the  deputy  commissioner  and  his  expenses  as  allowed  by  the 
commission  shall  be  paid  by  the  company,  or,  if  his  duties  extend 
to  more  than  one  company,  they  shall  be  apportioned  between 
the  several  companies  in  respect  to  which  he  acts  in  such  manner 
as  the  commission  may  determine. 

Section  13.  Any  company  desiring  to  accept  the  provisions  of 
this  act  may  apply  to  the  public  service  commission  to  determine 
the  amount  of  its  invested  capital,  and  upon  such  determination 
such  company  may  accept  this  act  by  filing  with  the  public 
service  commission  its  election  so  to  do  authorized  by  a  vote  of 
not  less  than  the  holdings  of  a  majority  of  its  capital  stock  and 
(a)  evidence  satisfactory  to  the  commission  that  it  has  or  will 
provide  the  reserve  fund  mentioned  in  section  four  hereof;  and 
(6)  evidence  satisfactory  to  the  commission  that  it  has  or  will 
provide  the  additional  money  by  the  issue  of  additional  bonds 
or  stock  referred  to  in  section  nine  hereof.  Upon  the  filing 
of  such  acceptance  it  shall  be  the  duty  of  the  commission  to  de- 
termine from  time  to  time  the  amount  which  the  company  shall 
set  aside  or  expend  for  depreciation,  obsolescence  or  for  taking 
care  of  losses  occasioned  by  sold,  destroyed  or  abandoned  prop- 
erty. 

Section  14.  Whenever  any  company  has  accepted  this  act 
and  has  issued  stock  or  bonds  since  such  acceptance  or  as  a  con- 
dition of  such  acceptance,  the  provisions  of  this  act  shall  not  be 
changed  so  as  to  diminish  the  interest  return  on  the  invested 
capital  so  long  as  any  of  such  bonds  or  stock  remain  outstanding. 


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REPORT  ON  STREET  RAILWAYS. 


8c. 


[Feb. 


An  Act  relative  to  the  Rates,  Charges  and  Service  of 
Street  Railway  Companies  and  their  Supervision  by 
the  Public  Service  Commission. 

Be  it  enacted,  etc.,  as  follows: 

Section  1.  With  the  approval  of  the  public  service  commis- 
sion, and  upon  such  terms  and  conditions  as  said  commission, 
after  notice  and  a  public  hearing,  shall  determine  to  be  just  and 
reasonable  and  consistent  with  the  public  interest,  a  street  rail- 
way company  may  establish  a  sliding  scale  of  rates  and  charges 
for  the  transportation  of  passengers  upon  its  railway,  subject  to 
automatic  adjustment  in  relation  to  the  income  balance  of  said 
company  in  any  given  period  after  paying  all  operating  expenses 
and  other  charges  against  income,  including  such  provision  for  de- 
preciation and  reserve  funds  as  the  commission  shall  specify.  So 
far  as  consistent  with  the  automatic  adjustment  of  rates  and 
charges  provided  for  therein,  any  such  sliding  scale  shall  be 
subject  to  the  provisions  of  section  twenty  of  chapter  seven  hun- 
dred and  eighty-four  of  the  acts  of  the  year  nineteen  hundred  and 
thirteen,  and  of  section  twenty-one  of  said  chapter,  as  amended 
by  chapter  twenty-four  of  the  acts  of  the  year  nineteen  hundred 
and  sixteen. 

Section  2.  In  its  action  relative  to  any  sliding  scale  of  rates 
and  charges  which  a  street  railway  company  may  seek  to  estab- 
lish under  the  provisions  of  section  one,  the  public  service  com- 
mission shall  be  guided  by  the  desirability  of  insuring  such  a  re- 
turn upon  capital  invested  honestly  and  prudently  and  conserved 
with  reasonable  care  and  diligence  as  will  encourage  the  invest- 
ment of  additional  capital  in  needed  extensions  and  improve- 
ments to  street  railway  properties  in  this  commonwealth.  Among 
other  terms  and  conditions,  the  commission  may  require  the  com- 
pany to  provide,  either  by  the  issue  of  stock  or  bonds  or  other- 
wise, a  special  reserve  fund  which  may  be  drawn  upon  for  the 
payment  of  dividends  under  such  circumstances  and  subject  to 
such  regulations  as  the  commission  shall  specify.  Before  ap- 
proving any  such  sliding  scale  of  rates  and  charges,  the  public 
service  commission  may  further,  to  the  extent  that  it  deems  the 
public  interest  demands,  determine  upon  a  program  for  the 
gradual  rehabilitation,  improvement  or  extension  of  the  property 
of  the  company  and  reasonably  assure  itself  that  such  program 
will  be  undertaken  and  carried  into  effect. 


1918.] 


SENATE  -  No.  300. 


91 


Section  3.     The  public  service  commission  shall  establish  a 
special  department,  to  be  known  as  the  street  railway  depart- 
ment, whose  duty  it  shall  be  to  furnish  the  commission  with  in- 
formation  relative   to   the   physical   condition,   service,    manage- 
ment and  operating  efficiency  of  the  street  railway  companies 
under  its  supervision.     If,  at  any  time,  the  commission  receives 
evidence  from  this  department  that  laxity,   carelessness,   ineffi- 
ciency or  wastefulness  in  the  conduct  of  the  affairs  of  a  company 
which  has  been  permitted  to  establish  a  sliding  scale  of  rates  and 
charges  under  the  provisions  of  this  act  is  seriously  affecting  its 
income  balance,  the  commission  shall  at  once  inform  the  company 
of  such  evidence  and  of  the  date  of  a  public  hearing  at  which 
both  the  department  and  the  company  shall  be  heard.     After 
such  hearing,  if  the  commission  finds  that  changes  in  the  conduct 
of  the  affairs  of  the  company  are  desirable  in  the  public  interest, 
it  shall  notify  the  company  in  writing  of  such  changes  and  of  the 
time  within  which  they  should  reasonably  be  made.     If,  at  the 
expiration  of  such  time,  the  commission  has  not  received  evidence 
that  the  changes  thus  specified  have  been  made,  it  shall  have 
power  forthwith  to  annul,  supersede  or  modify  the  sliding  scale 
of  rates  and  charges  of  said  company  to  the  extent  which  the 
commission   deems   necessary   for   the   protection   of   the  public 
interest.    Except  as  thus  provided,  the  public  service  commission 
shall  have  power  to  annul,  supersede  or  modify  a  sliding  scale  of 
rates  and  charges  established  under  the  provisions  of  this  act 
only  after  a  public  hearing  and,  unless  the  company  consents, 
only  during  a  period  of  sixty  days  after  the  expiration  of  each 
successive  period  of  five  years  subsequent  to  such  establishment. 

Section  4.  In  addition  to  the  purposes  for  which  a  street 
railway  company  may  increase  its  capital  stock  or  issue  bonds,  as 
provided  in  section  one  hundred  and  three  of  Part  III  of  chapter 
four  hundred  and  sixty-three  of  the  acts  of  the  year  nineteen 
hundred  and  six,  a  street  railway  company  may,  with  the  ap- 
proval of  the  public  service  commission,  and  subject  (except  as 
herein  otherwise  provided)  to  the  provisions  of  all  general  laws 
relative  to  such  increase  or  issue  now  or  hereafter  in  force,  in- 
crease its  capital  stock  or  issue  bonds,  secured  by  mortgage  or 
otherwise,  for  the  purpose  of  providing  any  special  reserve  fund 
for  the  payment  of  dividends  which  the  commission  may  require 
under  the  provisions  of  this  act,  and  that  portion  of  section  one 
hundred  and  eight  of  Part  III  of  chapter  four  hundred  and  sixty- 
three  of  the  acts  of  the  year  nineteen  hundred  and  six  which 
limits  the  amount  of  bonds,  coupon  notes  or  other  evidences  of 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


93 


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indebtedness  payable  at  periods  of  more  than  twelve  months 
after  the  date  thereof  which  a  street  railway  company  may  issue 
shall  not  apply  to  bonds  issued  for  such  purpose. 

Section  5.     In  addition  to  the  amount  appropriated  by  the 
general  court,  the  public  service  commission  may  annually  ex- 
pend, in  the  performance  of  its  duties  under  this  act,  an  amount 
not  exceeding  two  per  cent  of  the  amount  expended  and  charged 
to   operating   expense    in    the   last   preceding   calendar   year   for 
superintendence  and  salaries  and  expenses  of  general  officers  and 
general  office  clerks  by  the  street  railway  companies  under  its 
supervision.     Within  thirty  days  after  this  act  takes  effect,  and 
on  or  before  the  first  day  of  April  in  each  succeeding  year,  the 
public  service  commission  shall  submit  to  the  tax  commissioner 
a  statement  of  the  amount  required  for  this  purpose,  and  within 
ninety  days  thereafter  the  tax  commissioner  shall  assess  upon 
each  of  said  street  railway  companies  its  share  of  such  amount  in 
proportion  to  its  operating  revenue  for  the  last  preceding  year; 
and  such  assessment  shall  be  collected  in  the  same  manner  as 
taxes  upon  corporations.     Of  the  amount  so  assessed  and  col- 
lected, any  balance  remaining  on  the  thirtieth  day  of  November 
in  any  year  shall  be  carried  forward  to  the  next  year,  and  shall 
be  taken  into  account  by  the  public  service  commission  in  de- 
termining the  total  amount  required  for  that  year. 

Section  6.     This  act  shall  take  effect  upon  its  passage. 

8d. 

An  Act  to  provide  Street  Railway  Service  at  Cost. 
Be  it  enacted,  etc.,  as  follows: 

Section  1.  Any  street  railway  company  whose  rates  and 
charges  are  now  or  shall  hereafter  be  regulated  and  prescribed  by 
the  public  service  commission  under  general  law  may  accept  the 
provisions  of  this  act  in  the  manner  hereinafter  provided.  Any 
such  company  which  shall  so  accept  the  provisions  of  this  act 
shall  thereafter  furnish  service  to  the  public  at  cost,  and  shall 
thereafter  be  subject  to  the  provisions  of  this  act  with  reference 
to  the  matters  specified  herein,  but  in  all  other  respects  shall  be 
subject  to  the  general  laws  relating  to  street  railway  companies, 
including  those  relative  to  the  character  and  extent  of  the  service 
to  be  rendered. 

Section  2.  The  words  "invested  capital"  as  used  herein  shall 
mean  the  amount  of  cash  or  property  paid  in  for  capital  stock 
and  bonds  from  time  to  time  outstanding  which  have  been  issued 


for  capital  purposes,  and  the  term  "bonds"  shall  include  bonds 
assumed  by  any  company,  as  well  as  those  issued  by  it.  The 
words  "stock  investment"  as  used  herein  shall  mean  the  amount 
of  invested  capital  less  the  face  or  par  value  of  bonds  from  time 
to  time  outstanding.  The  words  "the  company"  as  used,  herein 
shall  mean  any  street  railway  company  which  has  accepted  the 
provisions  of  this  act  as  herein  provided.  The  words  "the  com- 
mission" shall  mean  the  public  service  commission  or  its  prede- 
cessor, the  board  of  railroad  commissioners. 

Section  3.  The  cost  of  the  service  shall  include  operating  ex- 
penses, taxes,  rentals,  interest  on  indebtedness  as  hereinafter  de- 
fined, and  such  allowances  for  depreciation  and  for  operating  re- 
serve funds  as  may  be  fixed  in  the  case  of  each  company  by  the 
commission,  and  all  expenditures  and  charges  which  under  the 
classification  of  accounts  of  the  interstate  commerce  commission 
and  under  the  laws  of  the  commonwealth  are  properly  chargeable 
against  income  or  surplus.  The  cost  of  the  service  shall  also  in- 
clude a  return  upon  the  stock  investment  at  such  rate,  not  less 
than  six  per  cent  nor  more  than  eight  per  cent,  as  the  public 
service  commission '  may,  in  view  of  the  history,  circumstances 
and  conditions  of  the  company,  deem  just  and  reasonable  and 
necessary  to  encourage  the  investment  of  additional  capital  in 
needed  extensions  and  improvements  of  its  property.  The  rate  of 
return  determined  by  the  commission  from  time  to  time,  within 
the  limits  above  prescribed,  may  be  modified  by  the  commission 
after  a  public  hearing  upon  the  application  of  the  company  or 
any  interested  party  or  upon  the  motion  of  the  commission. 

Section  4.  The  amount  of  the  invested  capital  shall  be  the 
aggregate  of  the  items  specified  in  paragraphs  (a)  (6)  and  (c)  less 
any  amount  which  may  be  deducted  under  the  provisions  of 
paragraph  (d)  of  this  section. 

(a)  Cash  actually  paid  in  to  the  company  for  stock  and  bonds 
issued  for  capital  purposes  where  the  public  service  commission  or 
its  predecessor,  the  board  of  railroad  commissioners,  has  deter- 
mined that  the  amount  properly  expended  or  required  for  the 
purposes  set  out  in  the  company's  petition  is  equal  to  the  amount 
of  cash  so  paid,  and  has  approved  the  issue  of  such  stock  or 

bonds. 

(6)  The  face  or  par  value  of  stock  and  bonds  issued  for  prop- 
erty when  the  commission  has,  subsequent  to  the  issue  of  such 
stock  or  bonds,  determined  that  the  then  value  of  the  company's 
property  equalled  or  exceeded  the  face  value  of  its  capital  stock 
and  indebtedness. 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


(c)  In  cases  other  than  those  specified  in  paragraphs  (a)  and 
(6)  the  amount  of  cash  or  fair  value  of  the  property  paid  in  for 
stock  and  bonds  and  honestly  and  prudently  expended  or  ac- 
quired for  capital  purposes,  the  amount  of  cash  or  fair  value  of 
the  property  to  be  determined  by  the  commission  upon  the  ap- 
plication of  the  company:  provided,  however,  that  if  the  amount 
of  cash  or  the  fair  value  of  the  property  so  paid  in  has  heretofore 
been  determined  by  the  commission  no  further  determination 
shall  be  necessary. 

(d)  From  the  aggregate  of  items  (a)  (b)  and  (c)  shall  be  de- 
ducted the  amount  of  the  actual  cost  or  cash  value  of  the  prop- 
erty sold,  leased  or  abandoned  or  not  used  or  useful  for  street 
railway  purposes,  and  the  amount  by  which  the  original  invest- 
ment has  been  reduced  or  impaired  through  the  failure  of  the 
company  to  conserve  the  same  with  reasonable  care  and  diligence 
prior  to  the  acceptance  of  this  act,  such  amounts  to  be  deter- 
mined by  the  commission:  provided,  however,  that  in  lieu  of  the 
deduction  of  such  amounts  or  any  part  thereof  the  commission 
may  by  agreement  with  the  company  fix  a  lower  rate  of  return 
on  the  stock  investment  than  the  minimum  prescribed  in  section 
three,  until  the  loss  or  impairment  of  capital  is  made  good  out  of 
the  net  earnings  of  the  company. 

In  case  a  company  has  reduced  its  capital  stock  or  debt  the  In- 
vested capital  shall  not  exceed  the  outstanding  stock  and  debt  of 
such  company.  In  the  case  of  consolidation  of  two  or  more  com- 
panies, or  the  purchase  of  all  the  property  and  franchises  of  one 
company  by  another,  the  invested  capital  of  the  consolidated 
company  at  the  date  of  such  consolidation  shall  be  deemed  to  be 
the  aggregate  amount  of  the  invested  capital  of  the  companies 
consolidated,  and  in  the  case  of  purchase  of  bonds  and  stocks 
issued  or  assumed  in  payment  for  the  properties  and  franchises 
purchased,  shall  be  taken  at  an  amount  equal  to  the  invested 
capital  of  the  selling  company  as  herein  defined.  Stock  or  bonds 
issued  to  provide  the  reserve  fund  hereinafter  mentioned  shall  be 
deemed  to  have  been  issued  for  capital  purposes. 

Section  5.  Any  company  desiring  to  accept,  or  which  has  ac- 
cepted, this  act,  as  provided  in  section  fifteen,  shall  at  the  time 
of  its  application  to  the  commission  to  determine  the  amount  of 
its  then  invested  capital,  or  within  six  months  after  the  date  of 
its  acceptance  of  this  act,  apply  to  the  commission  to  determine 
the  status  of  its  then  unfunded  debt.  The  commission  shall 
thereupon  determine  the  amount  thereof  which  represents  ex- 
penditures properly  incurred  for  capital  purposes  and  the  amount 


1918.] 


SENATE  —  No.  300. 


95 


thereof  which  represents  deficits  of  operation  which  are  not  due 
to  the  payment  of  yearly  returns  upon  the  stock  investment  in 
excess  of  an  average  rate  of  six  per  cent,  or  otherwise  attributable 
to  mismanagement.    The  commission  shall  have  broad  discretion 
to  determine  the  last-named   amount  from  such  evidence  as  is 
available,  and  with  due  regard  to  existing  equities  as  between  in- 
vestors in  and  patrons  of  the  company.     The  commission  may 
also  make  provision  for  the  gradual  retirement  of  this  amount  by 
charges  to  operating  expense  to  be  included  as  a  part  of  the  cost 
of  the  service  whenever,  in  the  judgment  of  the  commission,  this 
may  be  done  without  increasing  the  rates  of  fare  then  in  effect. 
Interest  charges  on  both  of  said  amounts,  in  addition  to  interest 
charges  upon  the  company's  bonded  indebtedness,  shall  be  in- 
cluded in  the  cost  of  the  service.     Interest  charges  upon  the 
residue  of  the  unfunded  debt,  not  included  in  either  of  the  said 
amounts,  shall  be  borne  by  the  company  and  charged  to  the 
amount  which  would  otherwise  be  available  as  a  return  upon  the 
stock  investment  in  accordance  with  the  provisions  of  section 
three.    In  case  any  company  fails  to  make  an  application  for  the 
determination  of  the  status-  of  its  unfunded  debt,  as  provided  in 
this  section,  all  interest  charges  upon  its  unfunded  debt  outstand- 
ing at  the  date  of  the  acceptance  of  this  act  shall  be  borne  by 
the  company.    Where  the  interest  on  the  unfunded  debt  or  any 
portion   thereof   must,   under   the   provision   of   this   section,   be 
borne  by  the  company,  the  commission  may,  in  its  discretion, 
provide  for  the  gradual  retirement  of  such  unfunded  debt  or 
portion  thereof  by  charges  to  the  amount  which  would  otherwise 
be  available  as  a  return  upon  the  stock  investment,  in  so  far  as 
this  may,  in  the  opinion  of  the  commission,  be  feasible  without 
reducing  the  rate  of  return  upon  the  stock  investment  provided 
for  in  section  three.    Interest  charges  upon  the  unfunded  debt  in- 
curred by  the  company  after  its  acceptance  of  this  act  shall  be 
included  in  the  cost  of  the  service  until  such  time  as  the  commis- 
sion disallows  any  portion  of  such  debt  as  unreasonable  or  im- 
proper.    All  interest  charges  upon  the  portion  so  disallowed  shall 
thereafter  be  borne  by  the  company. 

Section  6.  No  company  shall  accept  this  act  until  it  has  pro- 
vided a  reserve  fund  of  not  less  than  four  per  cent  nor  more  than 
eight  per  cent  of  the  par  value  of  its  outstanding  capital  stock, 
but  in  no  event  to  exceed  one  million  dollars.  Such  reserve  fund 
may  be  provided  by  the  issue  of  either  stock  or  bonds,  and  the 
company  may,  with  the  consent  of  not  less  than  two  thirds  of  its 


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96 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


stockholders  present  and  voting  at  any  meeting  issue  preferred 
stock  for  the  purpose,  carrying  such  rate  of  dividend  and  having 
such  rights  and  preference  as  the  stockholders  may  deem  neces- 
sary and  as  may  be  approved  by  the  public  service  commission. 

Section  7.  Whenever  the  income  of  the  company  is  insuffi- 
cient to  meet  the  cost  of  the  service  as  defined  in  section  three, 
there  shall  be  transferred  from  the  reserve  fund  an  amount  suffi- 
cient to  make  up  such  deficiency,  and  if,  on  the  other  hand,  such 
income  is  more  than  sufficient  to  meet  the  cost  of  the  service,  the 
excess  shall  be  transferred  to  and  added  to  the  amount  of  the 
reserve  fund. 

The  company  shall,  on  or  before  the  twenty-fifth  day  of  each 
month,  file  with  the  commission  a  statement  in  such  form  and  in 
such  detail  as  the  commission  may  require,  showing  all  contracts, 
agreements  or  undertakings  having  to  do  with  the  maintenance 
and  operation  of  the  company's  property  extending  beyond  a 
period  of  one  year  or  involving  an  expenditure  of  over  five  per 
cent  of  the  amount  of  the  reserve  fund  as  originally  established, 
its  income  and  expenditures  during  the  preceding  month  and  the 
pro  rata  amount  set  aside  on  account  of  taxes,  depreciation, 
interest  on  invested  capital  and  any  other  periodical  charges,  and 
any  amounts  added  to  or  withdrawn  from  the  reserve  fund. 

Section  8.     When  any  company  accepts  this  act  it  shall  file 
with  such  acceptance  a  schedule  of  eight  different  grades  of  fares, 
of  which  four  shall  be  below  its  existing  rate  of  fare  and  four 
above,  and  the  public  service  commission  shall,  within  sixty  days 
thereafter,  either  approve  the  schedule  so  filed  or  establish  eight 
other  grades  of  fare  in  place  thereof,  and  the  commission  shall  at 
the  same  time  designate  which  of  the  rates  of  fare  so  established 
shall  thereafter  be  in  force  as  being,  in  the  opinion  of  the  com- 
mission, that  rate  of  fare  which  will  enable  the  company  to  earn 
an  income  sufficient  to  meet  the  cost  of  the  service:    provided, 
however,  that  if,  during  any  period  of  sixty  days,  more  than  one 
company  shall  file  its  acceptance  of  this  act  and  a  schedule  of 
proposed  grades  of  fare,  the  commission  shall  not  be  required  to 
approve  or  establish  the  grades  of  fare  for  any  such  company 
until  thirty  days  after  the  commission  shall  have  passed  upon  all 
schedules  previously  filed  in  accordance  with  the  provisions  of 
this  section.     Whenever,  by  reason  of  any  change  in  the  existing 
rate  of  fare,  there  are  less  than  four  grades  either  above  or  below 
any  rate  of  fare  which  is  then  in  force,  the  company  shall  forth- 
with file  with  the  commission  a  schedule  of  such  additional  grades 
of  fare  as  may  be  necessary,  so  that  there  shall  always  be  not 


1918.] 


SENATE  —  No.  300. 


97 


less  than  four  above  and  four  below  the  existing  rate  of  fare,  and 
the  commission  shall  thereupon,  within  sixty  days  thereafter, 
either  approve  the  schedule  so  filed  or  itself  establish  in  lieu 
thereof  the  necessary  additional  grades  of  fare. 

In  fixing  the  different  grades  of  fare  the  differences  between  the 
same  shall  be  such  as  to  effect  either  an  increase  or  decrease  in 
the  annual  revenue  of  the  company,  in  the  opinion  of  the  public 
service  commission,  of  not  less  than  thirty  per  cent  of  the  reserve 
fund. 

If  at  any  time  it  shall  appear  in  the  interest  of  the  public  or  of 
the  company  that  the  said  schedule  should  be  changed  either 
with  regard  to  the  method  or  basis  upon  which  the  fares  and 
transfer  privileges  are  established,  or  because  the  steps  between 
the  different  grades  are  too  small  or  too  great,  or  for  any  other 
reason,  the  company  and  the  commission  may  by  agreement 
change  the  said  schedule. 

The  different  grades  of  fare  may  include  not  only  variations  in 
the  cash  fare,  but  also  provisions  for  sale  of  tickets  at  reduced 
rates,  charging  for  or  elimination  of  transfers,  the  establishment 
in  whole  or  in  part  of  the  zone  system,  so  called,  or  the  variation 
of  fare  limits. 

Except  as  thus  provided,  the  commission  shall  have  power  to 
annul,  supersede  or  modify  such  schedule  only  after  a  public 
hearing,  and  only  during  a  period  of  sixty  days  after  the  expira- 
tion of  each  successive  period  of  five  years  subsequent  to  the  ap- 
proval or  establishment  of  such  schedule:  provided,  however,  that 
no  modification  in  such  schedule  shall  be  made  which  in  the 
opinion  of  the  commission  may  diminish  the  rate  of  return  on  the 
stock  investment  provided  for  in  section  three. 

Section  9.  If,  as  of  June  thirtieth  or  December  thirty-first  in 
any  year,  the  amount  of  the  reserve  fund  shall  exceed  by  thirty 
per  cent  the  amount  originally  established,  the  company 'shall  on 
the  following  September  first  or  March  first  put  into  effect  the 
next  lower  grade  of  fare,  and  if,  as  of  such  June  thirtieth  or 
December  thirty-first  the  reserve  fund  shall  be  less  than  seventy 
per  cent  of  the  amount  originally  established,  the  company  shall 
on  the  following  September  first  or  March  first  put  into  effect  the 
next  higher  grade  of  fare,  and  on  the  first  days  of  September  and 
March  in  each  year  the  grade  of  fare  shall  be  decreased  or  shall 
be  increased,  as  the  case  may  be,  if  the  amount  of  the  reserve 
fund  is  above  or  below  the  above  limits,  as  of  the  preceding  June 
thirtieth  or  December  thirty-first. 

Section  10.     Every    company    intending    to    accept   this   act 


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98 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


shall,  prior  to  such  acceptance  and  as  a  condition  thereof,  provide 
by  the  issue  and  sale  of  additional  bonds  or  capital  stock  an 
amount  not  less  than  per  cent  of  the  par  value  of  its 

then  outstanding  stock,  which  amount  shall  be  used  from  time  to 
time  with  the  approval  of  the  public  service  commission  to  pay 
for  additions  and  improvements  to  its  property.  Subscriptions  to 
such  additional  bonds  or  stock  may  be  made  payable  in  such  in- 
stalments and  at  such  times  as  the  board  of  directors  of  the  com- 
pany may  determine  and  the  commission  shall  approve. 

Section  11.  Any  company  accepting  this  act  shall  be  bound 
by  the  fact  of  such  acceptance  to  sell  its  entire  property  and 
franchises  as  a  going  concern  to  the  commonwealth  or  to  any 
political  subdivision  thereof  at  any  time  for  an  amount  in  cash 
equal  to  the  capital  invested  as  defined  in  section  three  hereof, 
and  the  purchaser  shall  in  addition  assume  all  the  outstanding 
contracts,  leases  and  other  liabilities  of  the  company  other  than 
stock  and  bonds  issued  for  capital  purposes. 

Section  12.  The  governor  with  the  consent  of  the  council 
shall  appoint  for  a  term  of  three  years  one  of  the  directors  of  the 
board  of  directors  of  any  company  accepting  this  act,  to  be 
known  as  the  state  director.  He  shall  be  a  resident  of  a  city  or 
town  served  by  such  company,  but  shall  not  be  an  owner  of  its 
stock  or  bonds.  The  by-laws  of  the  company  shall  be  modified 
so  as  to  permit  of  the  appointment  of  such  director,  and  shall  also 
provide  for  monthly  meetings  of  the  board. 

Section  13.  The  public  service  commission  shall  establish  a 
special  department,  to  be  known  as  the  street  railway  depart- 
ment, whose  duty  it  shall  be  to  furnish  the  commission  with  in- 
formation relative  to  the  physical  condition,  service,  manage- 
ment and  operating  efiiciency  of  the  street  railway  companies 
under  its  supervision.  If,  at  any  time,  the  commission  receives 
evidence  from  this  department  that  laxity,  carelessness,  ineffi- 
ciency or  wastefulness  in  the  conduct  of  the  affairs  of  a  company 
which  has  accepted  this  act  as  herein  provided  is  seriously  affect- 
ing its  net  income,  the  commission  shall  at  once  inform  the  com- 
pany of  such  evidence  and  of  the  date  of  a  public  hearing  at 
which  both  the  department  and  the  company  shall  be  heard. 
After  such  hearing,  if  the  commission  finds  that  changes  in  the 
conduct  of  the  affairs  of  the  company  are  desirable  in  the  public 
interest,  it  shall  notify  the  company  in  writing  of  such  changes 
and  of  the  time  within  which  they  should  reasonably  be  made. 

Section  14.     In  addition  to  the  amount  appropriated  by  the 
general  court,  the  public  service  commission  .may  annually  ex- 


1918.] 


SENATE  —  No.  300. 


99 


pend,  in  the  performance  of  its  duties  under  this  act,  an  amount 
not  exceeding  two  per  cent  of  the  amount  expended  and  charged 
to  operating  expense  in  the  last  preceding  calendar  year  for 
superintendence  and  salaries  and  expenses  of  general  officers  and 
general  office  clerks  by  the  street  railway  companies  under  its 
supervision.  Within  thirty  days  after  this  act  takes  effect,  and 
on  or  before  the  first  day  of  April  in  each  succeeding  year,  the 
public  service  commission  shall  submit  to  the  tax  commissioner  a 
statement  of  the  amount  required  for  this  purpose,  and  within 
ninety  days  thereafter  the  tax  commissioner  shall  assess  upon 
each  of  said  street  railway  companies  its  share  of  such  amount  in 
proportion  to  its  operating  revenue  for  the  last  preceding  year; 
and  such  assessment  shall  be  collected  in  the  same  manner  as 
taxes  upon  corporations.  Of  the  amount  so  assessed  and  col- 
lected, any  balance  remaining  on  the  thirtieth  day  of  November 
in  any  year  shall  be  carried  forward  to  the  next  year,  and  shall 
be  taken  into  account  by  the  public  service  commission  in  deter- 
mining the  total  amount  required  for  that  year. 

Section  15.  Any  company  desiring  to  accept  the  provisions 
of  this  act  may  apply  to  the  public  service  commission  to  deter- 
mine the  amount  of  its  invested  capital,  and  upon  such  determi- 
nation such  company  may  accept  this  act  by  filing  with  the 
public  service  commission  its  election  so  to  do  authorized  by  a 
vote  of  not  less  than  the  holdings  of  a  majority  of  its  capital 
stock  and  (a)  evidence  satisfactory  to  the  commission  that  it  has 
or  will  provide  the  reserve  fund  mentioned  in  section  six  hereof; 
and  (6)  evidence  satisfactory  to  the  commission  that  it  has  or 
will  provide  the  additional  money  by  the  issue  of  additional 
bonds  or  stock  referred  to  in  section  ten  hereof.  Upon  the  filing 
of  such  acceptance  it  shall  be  the  duty  of  the  commission  to  de- 
termine from  time  to  time  the  amount  which  the  company  shall 
set  aside  or  expend  for  depreciation,  obsolescence  or  for  taking 
care  of  losses  occasioned  by  sold,  destroyed  or  abandoned  prop- 
erty. 

Section  16.     This  act  shall  take  effect  upon  its  passage. 


7  ■'« 


;  i 


■  If  i 


I  II 


100 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Appendix  B. 


INSPECTION  TRIP  OP  COMMISSION. 

Under  authority  granted  by  the  Governor  and  Council  the 
Commission  inspected  the  street  railway  facilities  in  a  number 
of  the  larger  and  more  important  cities  in  this  country  and 
Canada. 

The  Commission  was  accompanied  on  this  inspection  trip  by 
its  clerk,  a  representative  of  the  sergeant-at-arms'  office  as 
disbursmg  officer,  and  by  L.  H.  McLain,  an  inspector  in  the 
employ  of  the  Public  Service  Commission.  It  was  the  desire  of 
the  Commission  to  have  present  during  the  inspections  in  other 
cities  an  expert  in  the  street  railway  matters  who  was  employed 
by  the  State.  Accordingly  the  Public  Service  Commission  was, 
at  the  suggestion  of  the  members  of  the  Governor's  Council,' 
requested  to  designate  an  expert  to  accompany  the  Commission 
on  Its  inspection  trip.     Mr.  McLain  was  named  in  this  capacity. 

A.  S.  Richey  of  the  Worcester  Polytechnic  Institute  and  J.  H. 
Neal,  vice-president  and  general  auditor  of  the  Boston  Elevated 
Railway  Company,  representing  the  Association  of  Street  Railway 
Executives  of  New  England,  also  made  this  trip,  but  not  as 
members  of  the  Commission's  party.  The  trip  consumed  two 
weeks,  the  Commission  leaving  Boston  Sunday,  November  11, 
and  returning  Sunday,  Nov.  25,  1917. 

During  the  trip  the  street  railway  facilities  of  New  York, 
Philadelphia,  Cleveland,  Chicago,  Milwaukee,  Detroit,  Toronto 
and  Montreal  were  inspected. 

The  schedule  of  the  trip  was  as  follows:  — 

Leave  Boston  Sunday,  November  11,6  p.m. 
Arrive  New  York  Monday,  November  12,  7  a.m. 
Leave  New  York  Tuesday,  November  13,  3  p.m. 
Arrive  Philadelphia  Tuesday,  November  13,  5  p.m. 
Leave  Philadelphia  Wednesday,  November  14,  8.37  p.m. 
Arrive  Cleveland  Thursday,  November  15,  7.30  a.m. 
Leave  Cleveland  Friday,  November  16,  10.05  a.m. 
Arrive  Columbus  Friday,  November  16,  3  p.m. 


1918.]  SENATE  —  No.  300.  101 

Leave  Columbus  Friday,  November  16,  10  p.m. 
Arrive  Chicago  Saturday,  November  17,. 9.30  a.m. 
Leave  Chicago  Monday,  November  19,  8.15  a.m. 
Arrive  Milwaukee  Monday,  November  19,  10.45  a.m. 
Leave  Milwaukee  Tuesday,  November  20,  8  a.m. 
Arrive  Detroit  Tuesday,  November  20,  8.30  p.m. 
Leave  Detroit  Thursday,  November  22,  2.50  p.m. 
Arrive  Toronto  Thursday,  November  22,  10.30  p.m. 
Leave  Toronto  Friday,  November  23,  11  p.m. 
Arrive  Montreal  Saturday,  November  24,  10.30  a.m. 
Leave  Montreal  Saturday,  November  24,  8  p.m. 
Arrive  Boston  Sunday,  November  25,  8  a.m. 

The  Commission  traveled  over  the  surface  and  rapid  transit 
lines  of  the  various  cities  visited,  with  the  exception  of  the  lines 
in  Columbus.  The  stay  of  the  Commission  in  this  city  was 
necessarily  brief,  and  the  investigation  there  was  confined  to  a 
discussion  with  officials  and  the  observing  of  conditions  at 
transfer  points.  In  each  city  the  Commission  was  received  by 
the  public  officials  and  by  the  officers  of  the  street  railway  com- 
panies. Public  and  street  railway  officials  addressed  the  mem- 
bers of  the  Commission  in  each  city  visited,  and  discussions  of 
local  conditions,  charges,  equipments,  proposed  changes,  etc., 
followed.  The  officials  of  most  of  the  cities  presented  the  Com- 
mission with  especially  prepared  data,  also  with  reports  and 
other  information  bearing  on  the  subject  of  street  railway 
operation. 

The  Commission  was  received  with  the  utmost  consideration 
by  the  public  and  street  railway  officials  of  each  city  visited. 
These  busy  men  gave  freely  of  their  time  to  the  Commission  and 
left  nothing  undone  to  aid  the  members  of  this  Commission  in 
their  work. 

A  copy  of  the  report  made  to  the  Public  Service  Commission 
by  Inspector  McLain  on  the  investigation  trip  follows:  — 

Inspector  McLain's  Special  Report  of  Trip  with  the  Street  Rail- 
way Investigation  Commission. 

I  beg  to  submit  the  following  report  of  my  trip  to  various  cities  in  the 
United  States  and  Canada  with  the  Street  Railway  Investigation  Com- 
mission, Nov.  11  to  Nov.  25,  1917. 

The  party  left  Boston  at  6  p.m.  Sunday,  Nov.  11,  1917,  via  Fall  River 
line,  arriving  at  New  York  about  7  a.m.,  Monday,  November  12,  and  went 
to  the  Hotel  Biltmore.  Later  the  Commission  went  to  the  offices  of  the 
New  York  Public  Service  Commission,  first  district,  and  was  met  by 


Iff! 


.:  if 


r.\ 


V 


n 


102 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  ~  No.  300. 


103 


Chairman  Straus,  Commissioner  Whitney,  Secretary  Walker,  Assistant 
Secretary  Daggett,  Traffic  Engineer  De  Windt,  also  President  Frank 
Hadley  and  Mr.  Wood  of  the  Interborough  Rapid  Transit  Company  and 
New  York  Railways  Company,  President  T.  S.  Williams  and  Messrs. 
J.  J.  Dempsey  and  W.  Seibert  of  the  Brooklyn  Rapid  Transit  Company, 
President  E.  A.  Maher  of  the  Third  Avenue  Railway,  President  W.  E. 
Fiske  of  the  Hudson  &  Manhattan  Railroad,  and  Secretary  E.  B.  Burritt 
of  the  American  Electric  Railway  Association. 

Commissioner  Whitney  described  the  dual  system  plans  under  which 
the  rapid  transit  lines  in  New  York  City  are  built  and  operated.  It  is 
estimated  that  the  total  cost  of  the  entire  dual  system,  including  con- 
struction and  equipment,  will  be  above  $350,000,000,  of  which  about 
$58,000,000  will  be  contributed  by  the  Interborough  company  and  about 
$14,000,000  by  the  Brooklyn  company.  The  operating  contracts  between 
these  companies  and  the  city  provide  that  after  operating  expenses  have 
been  paid,  a  return  of  6  per  cent,  shall  be  paid  to  the  companies  on  their 
investment,  and  that  payment  of  rental  to  the  city  shall  be  made  after- 
ward. In  a  number  of  cases  new  extensions  are  not  expected  to  pay  any 
return  on  the  money  invested  by  the  city  for  a  number  of  years. 

After  this  conference  nearly  all  of  these  gentlemen  accompanied  the 
Commission  on  an  inspection  trip  beginning  on  a  special  train  over  the 
Sea  Beach  Rapid  Transit  Line  to  Coney  Island,  then   returning  on 
another  special  train  over  the  Brighton  Beach  Line  to  Fulton  street  in 
Brooklyn,  then  on  a  special  surface  car  over  the  Brooklyn  bridge  to 
New  York.    The  Commission  was  entertained  at  lunch  at  the  Bankers' 
Club  in  the  Equitable  Building.    At  lunch  Mr.  Dempsey  of  the  Brooklyn 
company  spoke  of  the  satisfactory  nature  of  the  rapid  transit  contracts. 
Mr.  Hedley  of  the  Interborough  and  New  York  Railways,  while  apparently 
satisfied  with  the  rapid  transit  contracts,  complained  that  the  surface 
railways  were  not  on  a  similar  basis;  he  also  complained  of  the  excessive 
paving  and  taxation  requirements,  with  no  guaranteed  return  on  the 
investment.    Mr.  Maher  of  the  Third  Avenue  Railway  reiterated  Mr. 
Hedley's  complaints,  and  stated  that  during  the  month  of  October  his 
company  showed  net  earnings  of  $156  on  over  $1,000,000  worth  of  busi- 
ness.   It  was  stated  that  the  New  York  Railways  Company  has  a  gross 
operating  revenue  of  over  $75,000  per  mile  of  track,  and  that  the  Inter- 
borough Rapid  Transit  Company  has  a  gross  revenue  of  over  $150,000 
per  mile  of  track.    The  Brooklyn  Rapid  Transit  Company  averages 
about  $46,000  per  mile  of  track.    The  Brooklyn  company  spends  3.33 
per  cent,  of  its  earnings  for  accidents  and  about  8  per  cent,  for  taxes. 
Total  operating  expenses  is  56.4  per  cent.    The  New  York  companies 
have  a  large  number  of  special  taxes,  such  as  bridge  tolls,  car  license 
fees,  gross  earnings  tax,  special  franchise  tax,  etc.    The  paving  require- 
ments are  in  general  the  same  as  in  Massachusetts,  the  Brooklyn  company 
states,  except  that  the  railroad  companies  select  the  type  of  pavement  to 
be  used  between  rails.    The  State  labor  law  provides  that  no  employee 


shall  be  permitted  to  work  more  than  ten  consecutive  hours  in  one  day. 
The  Brooklyn  time  tables  generally  provide  for  ten  hours'  work  in  fourteen, 
not  more  than  nine  and  one-half  of  which  are  consecutive.  Electric 
heaters  are  required,  and  between  October  15  and  April  15  cars  must  be 
heated  to  not  less  than  40  degrees.  In  Brooklyn  the  average  annual 
cost  of  removal  of  snow  and  ice  for  the  last  four  years  was  about  $105,000. 
All  service  is  regulated  by  the  Public  Service  Commission,  which  has 
powers  similar  to  those  of  the  Massachusetts  Public  Service  Commission 
plus  that  of  the  Boston  Transit  Commission. 

After  lunch  the  Commission  was  received  by  Mayor  Mitchell  in  the 
City  Hall.  Afterward  the  party  was  taken  on  a  special  train  of  the  Third 
Avenue  Elevated  to  149th  Street  in  The  Bronx,  where  a  special  Third 
Avenue  surface  car  was  taken  across  the  town  to  the  145th  Street  Broad- 
way station  of  the  Interborough.  From  this  point  the  party  returned  to 
42d  Street  on  regular  express  and  local  trains  of  the  Interborough. 

On  Tuesday  morning,  November  13,  the  Commission  was  received  by 
President  Outerbridge  and  other  officials  and  members  of  the  New  York 
Chamber  of  Commerce  in  the  auditorium  of  the  Chamber's  building  at 
65  Liberty  Street.  After  this  reception  we  were  taken  over  most  of  the 
system  of  the  Hudson  &  Manhattan  Railroad  on  board  a  special  train  of 
that  company. 

Comparison  between  the  transportation  systems  of  New  York  City 
and  any  of  those  in  Massachusetts  is  difficult  because  of  the  magnitude 
of  the  traffic  in  New  York  which  has  reached  the  enormous  proportion 
of  about  2,000,000,000  passengers  per  year.  Nevertheless,  there  are 
certain  fundamental  conditions  which  are  being  observed  in  the  relation 
between  the  companies  in  the  community  which  are  of  great  importance. 
From  information  obtained  from  the  New  York  Public  Service  Commis- 
sion and  street  railway  officials  it  is  evident  that  the  situation  in  New 
York  is  somewhat  different  from  that  of  the  average  American  city, 
inasmuch  as  the  population  is  not  served  by  a  single  company,  the  Inter- 
borough operating  most  of  the  subways  and  elevated  lines  in  Manhattan; 
the  Brooklyn  Rapid  Transit  operating  surface  lines,  subways  and  elevated 
in  Brooklyn  and  a  portion  of  subways  in  Manhattan;  the  New  York 
Railways  and  Third  Avenue  Company  operating  most  of  the  surface 
lines  in  Manhattan;  besides  which  there  are  certain  other  auxiliary 
systems,  such  as  Hudson  River  Tubes,  smaller  surface  line  systems,  etc. 
The  Interborough  company,  as  such,  is  prosperous;  the  New  York  Rail- 
ways and  Third  Avenue  surface  lines  cannot  pay  interest  upon  actual 
value  of  their  property;  the  Brooklyn  Rapid  Transit  is  moderately  suc- 
cessful; the  Hudson  River  Tubes  are  not  even  paying  interest  on  their 
income  bonds. 

The  substance  of  the  situation  in  New  York  is  that  surface  lines  are 
unprofitable;  rapid  transit  lines  are  profitable  because  of  the  extreme 
density  of  traffic,  accompanied  by  the  fact  that  they  are  not  required  to 
transfer  passengers  from  one  system  to  the  other,  whereas  in  a  city  like 


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104 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Boston   there  is  universal   transferring  between  subway,   surface  and 
elevated  lines.    It  will  be  a  great  problem  to  make  the  New  York  surface 
lines  profitable,  because  if  the  fare  is  raised  it  will  drive  the  traffic  to  the 
rapid  transit  lines,  although  they  are  already  overcrowded;   and  if  the 
fare  is  not  raised  they  will  be  unable  to  make  any  proper  return  upon  the 
invested  capital  unless  some  reciprocal  arrangement  is  made  whereby 
the  public  bears  a  part  of  the  burden.    In  the  case  of  the  rapid  transit 
lines  a  reciprocal  contract  has  already  been  entered  into.    This  is  known 
as  a  dual  system,  and  is  to  include  for  construction  and  equipment  an 
amount  of  about  $350,000,000,  of  which  more  than  one-half  will  be  con- 
tributed by  the  city.    The  operating  contracts  between  the  companies 
and  the  city  provide  that  after  operating  expenses,  taxes,  rentals  of  leased 
lines,  etc.,  have  been  paid,  a  return  of  6  per  cent,  shall  be  paid  to  the 
companies  on  their  portion  of  the  investment,  and  the  return  to  the  city 
for  the  use  of  its  capital  is  to  be  made  afterwards.    In  a  number  of  cases 
new  extensions  are  not  expected  to  pay  any  return  on  money  invested 
to  the  city  for  a  number  of  years.    In  carrying  out  the  above  arrange- 
ment there  was  instituted  what  is  known  as  the  New  York  Municipal 
Railway  Corporation,  which  was  incorporated  in  September,  1912,  to 
operate  the  enlarged  transit  system  in,  and  connecting  with,  Brookljrn, 
covered  by  the  agreement  between  the  company  and  the  city,  and  to 
construct  and  own  such  parts  of  the  system  as  are  scheduled  for  private 
rather  than  public  ownership.    The  lines  to  be  constructed  by  the  city 
are  to  be  leased  to  the  company  for  a  period  of  forty-nine  years  from 
Jan.l,  1917,  and  are  to  be  operated  by  the  company  in  connection  with 
the  existing  railroads  of  the  Brooklyn  company  as  one  system  and  for  a 
single  fare.    The  Municipal  Railway  Corporation  agrees  to  furnish  all 
the  money  necessary  to  carry  out  the  terms  of  the  dual  system  contracts, 
and  has  the  option  of  doing  all  the  construction  work  and  acquiring  all 
the  equipment,  or  of  requiring  the  Consolidated  company  to  do  so  on 
reasonable  notice. 

The  New  York  Consolidated  Railroad  was  incorporated  in  November, 
1912,  as  a  consolidation  of  the  Brooklyn  Union  Elevated  Railway,  the 
Sea  Beach  Railway  and  the  Canarsie  Railroad.  The  Brooklyn  Rapid 
Transit  Company  owns  or  controls  $13,430,831  out  of  the  $13,900,000 
common  stock,  and  $4,785,985  out  of  the  $5,000,000  preferred  stock. 
As  the  New  York  Consolidated  holds,  under  assignment  and  lease,  all 
the  rights  acquired  by  the  New  York  Municipal  Railway  Corporation  in 
the  latter's  contracts  with  the  city,  all  the  earnings  will  accrue  to  it.  The 
contract  with  the  city  is  on  the  following  basis:  — 

1.  To  the  company,  $3,500,000  as  representing  the  net  earnings  of  the 
existing  railroads  which  are  to  form  part  of  the  new  rapid  transit  system. 
Out  of  this  reservation  the  company  pays  interest  charges  on  capital 
investments  prior  to  March  19,  1913,  in  the  existing  railroads. 

2.  To  the  company,  6  per  cent,  on  its  new  investment  in  construction 
and  equipment  prior  to  the  beginning  of  permanent  operation,  and  there- 
after interest  and  1  per  cent,  sinking  fund. 


1918.] 


SENATE  —  No.  300. 


105 


3.  To  the  city,  interest  and  1  per  cent,  sinking  fund  on  its  investment 

in  cost  of  construction. 

4.  Any  surplus  remaining  after  making  provision  for  a  moderate  con- 
tingent reserve  fund  is  to  be  divided  equally  between  the  company  and 
the  city.    The  company's  preferential  payments  are  to  be  cumulative. 

Results  of  Temporary  Operations  of  Lines  under  Contract  with  the  City. 


Yeat  ending 
June  30,  1917. 


Aug.  4,  1913, 

to 
June  30,  1917. 


Total  revenues, 

Total  deductions,  .         •         • 

Proportion  of  company's  preferentials, 


Total,    .  ■     ,         •  , 

Deficit  in  company's  preferentials,    .         .        ;         •  • 

Interest  paid  by  city  on  its  cost  of  construction  of  property 
placed  in  operation,  plus  sinking  fun4  of  1  per  cent.,    . 


Total  deficit. 


$11,371,282 
7,012.831 
4,608,823 


111,621,654 
250,372 

2,238,516 


$2,488,888 


$37,666,350 
23.142,396 
15.561,230 


$38,703,626 
1,037.277 

3,557.244 


$4,594,521 


Deficits  in  city's  charges  during  temporary  operations  to  be  added  to  the  cost  of  construction  of 
city-owned  lines. 

The  above  shows  a  deficit  in  the  company's  preferential  for  the  last 
year  of  $250,372,  and  from  Aug.  4,  1913,  to  June  30,  1917,  $1,037,277. 
It  should  be  borne  in  mind  that  before  the  city  receives  any  return  on  its 
investments  of  considerably  over  $100,000,000  expended  in  constructing 
these  subways,  the  railway  company  must  be  reimbursed  for  this  $1,037,277. 

As  Brooklyn  more  nearly  approaches  the  Boston  Elevated  operation, 
it  may  be  well  to  mention  some  of  the  general  points  of  differences  for  the 
benefit  of  those  who  may  have  in  mind  a  comparison.  The  Brooklyn 
system  has  487.922  miles  of  main  line  surface  track  and  147.545  miles  of 
main  line  rapid  transit  track;  the  Boston  system  has  436.845  miles  of 
main  line  surface  track  and  30.411  miles  of  main  line  rapid  transit  track. 
Over  23  per  cent,  of  the  Brooklyn  main  line  track  is  rapid  transit  system, 
while  only  about  6  per  cent,  of  the  Boston  main  line  track  is  rapid  transit 
system.  The  Brooklyn  system  issues  free  transfers  from  its  rapid  transit 
lines  to  surface  lines  only  at  a  few  stations,  while  the  Boston  system  issues 
transfers  at  all  rapid  transit  stations.  In  Brooklyn  only  about  30  per 
cent,  of  the  revenue  passengers  used  free  transfers  during  the  fiscal  year 
ended  June  30,  1917,  while  in  Boston  about  77  per  cent,  of  the  revenue 
passengers  transferred  free.  The  Brooklyn  system  has  the  advantage  of 
an  enormous  traffic  to  Coney  Island  during  the  summer,  the  fare  being  10 
cents;  and  on  Sundays  the  gross  passenger  earnings  of  the  Brooklyn 
system  exceed  $100,000,  while  in  Boston  the  largest  Sunday  in  the  com- 
pany's history  was  less  than  $44,000.  The  Brooklyn  system  pays  no 
rental  for  the  subways  furnished  by  the  city  unless  it  has  earned  6  per 
cent,  on  its  investment  in  these  subways  from  the  time  the  money  was 
expended  to  the  time  they  are  put  into  operation,  and  after  they  are 


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106 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


107 


operated  is  entitled  to  6  per  cent,  interest  and  1  per  cent,  sinking  fund 
before  the  city  gets  any  return  on  its  investment.  This  preferential  is 
cumulative.  The  city  has  not  yet  received  any  return,  and  the  preferen- 
tial accumulation  due  the  railway  company  on  June  30,  1917,  amounted 
to  $1,037,277.  The  Boston  Elevated  Railway  Company  paid  to  the  city 
for  subway  rentals  during  the  year  ended  June  30,  1917,  $1,018,727.10. 

Left  New  Nork,  Pennsylvania  Terminal,  Tuesday,  November  13,  at 
3  P.M.  Arrived  at  Philadelphia  at  5  p.m.,  and  went  to  the  Hotel  Bellevue- 
Stratford.  On  Tuesday  evening,  November  13,  the  Commission  met 
Mr.  W.  S.  Twining,  director  of  the  department  of  city  transit,  Mr.  Frank 
Silliman  of  the  E.  W.  Clarke  Company,  and  Mr.  A.  L.  Drum,  represent- 
ing the  Philadelphia  Rapid  Transit  Company,  at  a  conference  at  the 
hotel.  Mr.  C.  B.  Fairchild,  Jr.,  representing  President  Mitten  of  the 
Philadelphia  Rapid  Transit  Company  joined  the  party  later.  Mr. 
Twining  explained  the  various  leases  underlying  the  present  Philadelphia 
Rapid  Transit  Company,  and  also  the  8-cent  transfer  ticket  system  which 
is  at  present  used  by  about  6  per  cent,  of  the  Philadelphia  riders,  and 
makes  up  about  4  per  cent,  of  the  total  revenue.  There  are  now  165  free 
transfer  points,  all  others  being  8-cent  transfers.  Only  25  per  cent,  of 
the  passengers  use  free  transfers,  and  6  per  cent,  use  the  8-cent  transfer. 
The  8-cent  transfer  is  the  sore  point  in  Philadelphia,  and  they  are  now 
trying  to  eliminate  it.  The  total  revenue  is  $28,000,000  gross,  and  about 
$2,700,000  net.  The  present  increase  in  business  is  due  to  the  industrial 
conditions  on  account  of  the  war,  shipbuilding  plants,  etc.  Most  of  this 
new  business  is  in  10-cent  rides,  the  second  5-cent  fare  zone  being  a  very 
short  one. 

Mr.  Twining  explained  the  Philadelphia  situation  as  entirely  different 

from  Massachusetts,  where  there  is  said  to  be  no  water  in  the  companies' 

securities.    In  Philadelphia  the  system  of  leasing  and  holding  companies 

results  in  a  large  amount  of  water.    In  some  cases  rental  amounts  to  70 

per  cent,  of  the  paid-in  capital.    The  Union  Traction  Company  has  $17 

paid  in  on  each  $50  share.    This  is  leased  to  the  Philadelphia  Rapid 

Transit  on  the  basis  of  6  per  cent,  on  par,  which  is  about  18  per  cent,  on 

the  actual  capital  invested.    Of  the  $10,000,000  fixed  charges  in  the 

Philadelphia  Rapid  Transit  about  three-quarters  is  rental  and  one-quarter 

interest.    The  stock  of  the  Philadelphia  Rapid  Transit  is  fully  paid. 

The  system  of  leasing  is  responsible  for  the  condition  at  present,  about 

13  per  cent,  being  paid  on  the  actual  paid-in  capital.    Until  1911  nothing 

was  set  aside  for  depreciation  or  renewal.    Since  1907  (contract)  a  lump 

sum  of  $550,000  per  year  has  been  paid  to  the  city  in  lieu  of  former  paving 

obligations,  car  license  fees  and  removal  of  snow.    This  amount  is  now 

about  2  per  cent,  of  the  gross,  and  is  to  increase  $50,000  every  ten  years 

to  a  maximum  of  $700,000.    Before  1907  the  company  was  required  to 

pave  the  streets  occupied  from  curb  to  curb.    The  company  has  a  little 

over  600  miles  of  track  on  about  350  miles  of  street,  and  the  above  amount 

was  arrived  at  on  the  basis  of  about  6  cents  per  square  yard. 


( { 


The  city  and  company  are  now  negotiating  a  new  leasing  of  the  city  s 
rapid  transit  lines,  and  it  is  hoped  to  change  the  present  contract  con- 
dition  which  provides  that  there  will  be  no  change  m  the  1907  fares. 
The  extensive  rapid  transit  plan  which  has  been  laid  out  calls  for  an 
investment  by  the  city  of  about  $90,000,000,  and  by  the  company  of 
about  $22,000,000,  the  fixed  charges  on  which  will  amount  to  about 
1  cent  per  passenger  (the  number  of  passengers  being  estimated).    At 
the  present  time  the  company  has  spent  no  money  in  this  direction,  and 
there  is  no  lease  or  agreement  tor  operate,  although  the  city  has  built 
several  miles  of  elevated  and  subway  construction. .  Negotiations  have 
been  pending  since  1913,  and  the  basis  of  the  present  negotiations,  which, 
Mr  Twining  says  he  hopes  will  succeed,  is  that  the  car  rider  will  pay  the 
entire  cost  of  the  service.    Such  cost  includes  all  rentals  on  underlying 
leases,  a  4  per  cent,  interest  on  the  steck  of  the  Philadelphia  Rapid 
Transit,  a  board  of  supervising  engineers  to  regulate  service,  routes,  etc. 
The  4  per  cent,  figure  was  reached  by  a  compromise  between  3  per  cent, 
offered  by  the  city  and  5  per  cent,  asked  by  the  company.    After  the 
operating  expenses,  rentals,  ete.,  are  paid  the  city's  and  company's  in- 
vestments  are  reached  to  receive  the  same  percentage  rate  of  return  up 
te  5  per  cent.,  this  amount  being  fixed  at  5  per  cent,  on  account  of  the 
water  in  the  railway  securities.    The  balance  is  to  go  to  a  reserve  fund 
which  whenever  the  income  is  insufficient,  is  to  protect  both  the  city  and 
company  up  to  the  5  per  cent,  return.    Whenever  this  return  drops  to  4 
per  cent,  the  proposed  board  of  supervising  engineers  is  to  be  obhgated 
te  apply  to  the  Public  Service  Commission  for  an  increase  m  the  rate  of 
fare.    Whenever  the  surplus  above  the  5  per  cent,  return  is  greater  than 
$300,000  per  year  for  two  successive  years,  and  the  reserve  fund  is  at 
least'  $2,000,000,  an  application  is  to  be  made  to  reduce  fares.    The 
proposed  cpntract  is  practically  the  same  as  that  at  Cleveland,  except 
that  there  is  no  upper  and  lower  limit  of  fare  and  no  specific  operatmg 
on  maintenance  allowances.    Mr.  Twining  states  that  there  are  only 
three  answers  te  the  traction  problem,  -  first,  that  the  car  rider  pay  for 
the  service,  second,  that  the  taxpayer  pay  for  the  service,  and  third,  that 
the  city  reduce  its  requirements  for  service.    And  the  public  does  not 

want  any  of  them. 

The  Philadelphia  earnings  are  about  $65,300  per  mile  of  route.  J  ifteen 
hundred  new  cars  were  recently  supplied  and  paid  for,  one-half  by  new 
capital  and  one-half  as  renewal  expense.    The  area  of  the  city  is  about 

130  square  miles.  •  •    j    u 

On  Wednesday  morning,  November  14,  the  Commission  visited  the 
offices  of  the  department  of  city  transit  where  Director  Twining  showed 
maps  of  the  proposed  rapid  transit  system.  In  the  course  of  his  con- 
versation he  stated  that  in  no  American  city  can  rapid  transit  pay  at 
5  cents  per  passenger  except  under  such  'indecent"  conditions  as  exist  m 

New  York  City. 

The  Pennsylvania  Public  Service  Commission  does  not  specify  equip- 


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REPORT  ON  STREET  RAILWAYS. 


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[Feb. 


1918.] 


SENATE  —  No.  300. 


109 


mS-  ] 


ment  or  service.  The  law  permits  this,  but  the  function  has  not  been 
exercised,  and  there  are  no  rulings  in  effect.  The  Public  Service  Com- 
mission passes  on  issuances  of  securities,  but  there  is  no  limit  to  the 
amount  of  bonds  or  regulations  as  to  the  price  of  bonds  or  stock. 

Regulation  has  eliminated  the  jitney  problem.  They  are  now  common 
carriers,  and  under  the  jurisdiction  of  the  Public  Service  Commission  are 
confined  to  specified  routes,  required  to  furnish  a  $2,500  bond,  and  to 
pay  a  license  fee  of  $50  per  year. 

The  Commission  was  taken  on  an  inspection  trip  by  automobile  through 
the  Frankford  district,  where  a  line  of  new  elevated  structure  was  viewed. 
Returning,  an  elevated  train  was  taken  in  West  Philadelphia  to  the 
City  Hall.  The  Commission  was  entertained  at  lunch  at  the  Union 
League  Club  by  the  Board  of  Trade.  After  lunch  a  trip  was  taken  to 
the  new  shipbuilding  plant  which  is  being  constructed  at  Hog  Island. 

I  have  received  by  mail  from  the  department  of  city  transit  copies  of 
an  ordinance  and  abstracts  of  statements  and  discussions  concerning 
proposed  contract  between  the  city  of  Philadelphia  and  the  Philadelphia 
Rapid  Transit  Company  (same  being  submitted  for  your  information). 
Left  Philadelphia  via  Pennsylvania  railroad  at  8.37  p.m.,  and  arrived 
at  Cleveland  at  7.30  a.m.  Thursday,  November  15.  The  Commission 
was  met  and  entertained  by  Mr.  Fielder  Sanders,  city  street  railroad 
commissioner,  Mr.  Peter  Witt,  former  commissioner,  and  the  following 
officers  of  the  Cleveland  Railway  Company:  — 

Mr.  J.  J.  Stanley,  President. 

Mr.  Joseph  Alexander,  Assistant  to  the  President. 

Mr.  Geo.  RadclifFe,  Vice-President  and  General  Manager. 

Mr.  H.  J.  Davies,  Secretary. 

Mr.  Charles  Clark,  Engineer  Maintenance  of  Way. 

Mr.  Paul  Wilson,  Secretary  to  the  President. 

A  trip  was  made  by  automobile  to  the  new  Superior  car  house  and 
operating  yards,  Windemere  substation  and  Cedar  Road  track  con- 
struction, and  Shaker  Heights  Country  Club,  where  lunch  was  served; 
to  the  abandoned  power  plant  and  new  substation  at  Cedar  Avenue,  and 
finally  to  the  new  Harvard  shops  and  material  yards,  which  latter  loca- 
tion represents  an  investment  of  approximately  $1,500,000. 

In  the  evening  the  above-named  gentlemen  entertained  the  Com- 
mission at  dinner  at  the  Union  Club,  at  which  time  Secretary  Davies  of 
the  railway  company  explained  the  Taylor  Grant,  mentioning  the  in- 
justice of  the  depreciated  value  on  which  interest  is  allowed,  the  insuf- 
ficient allowance  for  maintenance,  renewals,  and  especially  depreciation; 
also  the  probability  that  in  the-  very  near  future  the  highest  specified 
rate  of  fare  will  not  permit  the  payment  of  the  specified  interest  on  the 
investment.  Except  in  his  ideas  of  the  treatment  of  depreciation,  Mr. 
Witt  agreed  with  the  statements  made  oy  Mr.  Davies,  and  stated  that 
in  his  opinion  the  Taylor  Grant  should  not  have  specified  any  minimum 
or  maximum  rates  of  fare. 


On  Friday  morning  a  number  of  the  party  visited  President  Stanley's 
office  where  further  discussion  was  had,  and  at  which  time  Mr.  Stanley 
read  to  the  Commission  a  portion  of  the  transcript  of  a  case  which  had 
been  heard  on  the  previous  day  in  which  the  presiding  judge  severely 
censured  an  attorney  for  bringing  action  for  damages  in  a  case  of  auto- 
mobile car  collision.  This  particular  case  was  cited  in  reply  to  a  question 
of  one  of  our  party  relative  to  the  treatment  of  the  company  by  the  courts 
in  such  cases.  At  this  conference  a  case  was  also  mentioned  where  a 
real  estate  development  company  had  made  a  cash  deposit  of  $20,000  to 
indemnify  the  company  against  loss  in  the  operation  of  a  proposed  ex- 
tension. It  was  also  brought  out  that  many  Cleveland  citizens  believed 
that  an  insufficient  number  of  new  extensions  into  the  suburbs  are  being 
made.  The  city  as  a  whole,  however,  is  inclined  to  keep  such  extensions 
down  because  of  their  probable  effect  on  the  rate  of  fare  through  losses  in 
operation  before  the  suburbs  are  fully  built  up.  It  was  also  brought  out 
that  the  company  pays  nothing  toward  the  cost  of  grade  crossing  elimina- 
tion or  bridges,  but  only  6  per  cent,  on  the  actual  cost  of  the  track  alone, 
the  track  on  such  bridges  being  owned  by  the  city. 

The  Cleveland  situation  is  unique  inasmuch  as  it  has  been  widely  her- 
alded as  a  city  of  the  3-cent  fare.  For  this  reason  it  is  perhaps  wise  to  go 
into  a  little  more  detail  with  reference  to  this  system  in  order  that  it  may 
be  thoroughly  understood.  There  are  many  important  factors  which 
contribute  to  the  low-fare  situation  in  Cleveland.  The  geography  of  the 
city  is  such  that  there  exists  in  the  heart  of  the  business  section  an  enormous 
square  from  which  radiate  practically  all  the  street  railway  lines  of  the 
community.  This  square  affords  what  might  be  considered  a  natural 
terminal  not  only  of  magnitude,  but  possessing  the  very  necessary  qualities 
for  many  opportunities  to  loop.  The  cars  are  not  routed  across  the  city, 
but  terminate  at  this  square,  thus  necessitating  the  payment  of  an  addi- 
tional cent  for  a  transfer,  which  in  most  cities  would  be  a  continuation  of 
the  journey.  The  streets  are  wide,  and  the  traffic  conditions  are  such  that 
a  co-operation  between  the  community  and  the  company  exists  to  a  degree 
that  is  unusual.  As  an  example:  A  motor  truck,  observed  by  one  of  our 
party,  which  was  proceeding  at  at  least  6  miles  per  hour,  was  chased  by 
mounted  police  and  ordered  off  the  tracks.  Everything  which  a  com- 
munity can  do  is  apparently  done  to  facilitate  the  regulation  of  traflSc  and 
reduce  the  cost  of  operation.  T  rail  is  permitted  in  highways;  paving 
requirements  have  been  reduced  to  a  minimum;  and  snow  is  removed  at 
the  expense  of  the  community,  or  at  least  to  such  an  extent  that  the  aver- 
age expense  for  snow  during  the  last  eight  years  has  been  less  than  $12,000 
per  year. 

The  statement  was  made  that  the  average  ride  taken  by  each  passenger 
is  only  2.19  miles.  The  importance  of  this  particular  point  cannot  be 
overestimated.  The  average  fare  per  mile  that  a  passenger  is  carried,  as 
stated,  was  1.6  cents.  This  in  a  city  requiring  an  average  ride  of,  say, 
\\  miles  would  be  equivalent  to  7.2  cents. 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


There  are  no  laws  on  hours  of  labor  for  platform  men,  but  the  com- 
pany's agreement  with  its  men  provide  for  as  near  ten  hours  as  possible, 
to  be  completed  inside  of  twelve  hours,  with  the  exception  of  swing  runs, 
which  shall  be  completed  in  the  shortest  number  of  hours  possible.  All 
schedules  are  to  be  arranged  to  give  not  less  than  four  minutes'  lay-over 
at  the  end  of  each  trip,  and  five  hours'  minimum  is  paid  for  a  day's  work. 
The  normal  cost  of  coal  is  about  SI. 60  per  ton.  For  the  first  nine 
months  of  1917  the  cost  averaged  $3.38  per  ton.  Electric  heaters  are  not 
required,  and  cars  are  heated  with  combination  hot-water  heaters. 

The  engineer  of  maintenance  of  way  informed  me  that  the  track  was 
not  being  maintained  up  to  the  standard  that  it  should  be.  He  is  not 
allowed  to  spend  money  for  maintenance  unless  authorized  to  do  so  by 
the  city  commissioner. 

We  left  Cleveland  Friday,  November  16,  at  10.05  a.m.,  arrived  at 
Columbus  about  3  p.m.,  and  were  met  at  the  Chittenden  Hotel  by  Mr. 
L.  G.  White,  chief  engineer  of  the  Ohio  Public  Utilities  Commission,  and 
officials  of  the  Columbus  Railway,  Power  and  Light  Company,  as  follows: 
Mr.  Norman  Crawford,  vice-president,  Mr.  H.  W.  Clapp,  general  super- 
intendent, and  Mr.  Pomerene,  attorney.  A  conference  was  held  at  which 
the  following  notes  were  made:  — 

The  company  operates  130  miles  of  track,  sells  8  tickets  for  25  cents, 
making  an  average  fare  of  3.2  cents.  It  was  stated  by  Mr.  Pomerene  that 
the  railway  service  is  at  the  expense  of  the  other  utilities,  electric  lighting, 
power  and  commercial  heating  being  furnished  by  the  same  company. 
The  railway  is  favored  in  its  operation  by  wide  streets,  absence  of  heavy 
grades,  cheap  coal  prices,  and  the  limited  area  within  which  it  operates 
its  cars.  However,  even  with  these  favorable  conditions,  the  company 
should  have  a  greater  fare  than  at  present.  There  is  no  partnership  with 
the  city,  operation  being  entirely  private. 

Up  to  the  present  time  the  Public  Utilities  Commission  has  made  no 
requirements  as  to  the  service  in  Columbus,  although  it  has  the  authority. 
The  company  has  no  credit  to  obtain  new  capital,  and  on  this  account  the 
development  of  the  railway  and  the  city  has  been  retarded.  There  is  a 
decided  general  feeling  that  the  service  would  be  better  if  there  were  a 
higher  rate  of  fare.  The  average  run  is  nine  hours  and  thirty-five  minutes, 
with  the  men  eating  during  their  work  times  on  the  cars.  There,  is  no 
regulation  as  to  hours  of  labor  except  the  sixteen-hour  law.  The  cars 
seat  thirty-four  passengers  and  have  longitudinal  seats.  About  225  are 
operated  in  the  rush  hour  and  about  135  normal.  The  headways  on  the 
base  schedules  are  specified  by  franchise.  A  mistake  was  made  in  the 
Columbus  franchise  of  basing  the  rates  of  fare  on  the  gross  instead  of  the 
net  earnings.  The  company  is  not  caring  for  depreciation  in  any  way. 
It  has  bought  one  new  car  in  five  years,  and  now  needs  300  new  motor 
cars  and  75  new  trailer  cars.  Mr.  Clapp  stated  that  it  should  be  dis- 
tinctly understood  that  they  do  not  give  a  5-cent  service  for  their  present 
rates  of  fare. 


1918.1 


SENATE  —  No.  300. 


Ill 


As  only  a  very  limited  time  was  spent  in  this  city,  no  inspection  trips 
were  made.  All  information  obtained  was  at  the  conference.  After  the 
conference  I  stood  on  the  street  and  noted  passing  cars  for  some  time. 
The  general  condition  of  the  cars  appeared  favorable  as  regards  paint 
and  cleanliness.  I  noted  one  car  that  the  superintendent  informed  me 
had  been  remodeled  from  an  open  to  a  closed  car. 

We  left  Columbus  about  10  p.m.,  arriving  at  Chicago  on  Saturday 
morning,  November  17,  and  were  met  by  Mr.  G.  T.  Seely,  general  man- 
ager of  the  Chicago  Elevated  Lines,  Mr.  John  E.  Wilkie  of  the  Chicago 
Surface  Lines,  M.  J.  Feron,  general  superintendent  of  transportation, 
and  other  railway  men.  An  inspection  trip  was  made  on  a  special  train 
over  the  South  Side  Elevated,  Stock  Yards  Loop  and  the  city  loop  dis- 
trict. Mr.  Seely  of  the  Chicago  Elevated  and  Mr.  Wilkie  of  the  Surface 
Lines  furnished  detailed  information  and  accompanied  the  Commission. 
The  Commission  was  entertained  at  lunch  by  the  Association  of  Com- 
merce, after  which  there  was  a  general  discussion  of  the  Chicago  situation. 
Mr.  Bion  J.  Arnold  explained  in  a  thorough  manner  the  arrangement 
under  which  the  surface  lines  are  operated.  His  explanation  wa^  followed 
by  a  general  discussion  by  all,  which  contributed  to  a  better  understanding 
of  the  conditions.    Briefly,  the  surface  line  arrangement  in  existence  at 

present  is  as  follows:  — 

A  valuation  of  the  surface  lines  was  made  in  accordance  with  an  ordi- 
nance of  1907,  and  the  total  value  was  then  determined  to  be  substantially 
$50,000,000.  Permission  was  given  to  entirely  rehabilitate,  charging  the 
same  to  capital  account,  all  expenditures  being  subject  to  the  approval 
of  the  board  of  supervising  engineers.  This  rehabilitation  was  effected 
at  a  cost  of  substantially  $90,000,000,  and  by  this  process  practically 
$25,000,000  worth  of  property  was  destroyed,  which,  however,  remains 
capitalized.  The  surface  lines  are  permitted,  after  paying  all  operating 
expenses,  taxes,  etc.,  to  pay  to  themselves  5  per  cent,  upon  the  appraised 
value  plus  cost  of  rehabilitation  and  plus  any  additions  or  extensions 
since  made,  and  of  the  remaining  earnings  to  retain  45  per  cent,  for  the 
company,  giving  55  per  cent  to  the  city.  The  earnings  of  the  surface 
lines  have,  of  course,  been  materially  aided  by  the  rehabilitation,  the 
average  age  of  the  tracks,  cars  and  many  of  the  buildings  being  but  eight 
years.  It  should  be  borne  in  mind  that  the  preceding  paragraph  refers 
only  to  surface  lines. 

The  elevated  systems  are  run  entirely  distinct  from  the  surface  lines, 
and  no  transfers  are  given  between  elevated  and  surface  lines.  The 
underlying  companies  have  all  passed  through  the  hands  of  a  receiver, 
and  the  companies  are  now  making  an  effort  to  increase  their  revenue. 
There  is  much  agitation  for  a  consolidation  of  the  elevated  systems  and 
surface  lines.  If  this  were  effected,  and  universal  transfers  were  given, 
there  would  be  a  material  reduction  in  the  amount  which  the  companies 
contribute  annually  to  the  city,  and  should  subways  be  introduced,  even 
if  only  in  the  loop  district,  unless  the  city  bears  the  whole  or  part  of  the 


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112 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


burden  of  the  subway  rentals  it  is  thought  doubtful  if  Chicago  could 
continue  to  operate  without  a  charge  for  transfers,  or  some  other  means 
for  providing  additional  revenue.  Chicago  people  ride  more,  in  propor- 
tion to  the  population,  than  they  do  in  a  city  like  Boston,  and  while  the 
Chicago  companies  furnish  transportation  to  a  population  twice  the 
number  that  the  Boston  system  supplies,  the  riding  is  two  and  a  half 
times  as  great. 

Apparently,  Chicago  is  almost  an  ideal  situation  with  one  exception, 
and  that  is  in  the  so-called  "loop  district."    A  gridiron  of  wide  thorough- 
fares existing  everywhere  with  excellent  traffic  regulations  contributes  to 
high  average  speed  and  economical  operation.    This  condition  has  made 
it  possible  up  to  the  present  time  for  the  street  railway  systems  to  care 
for  a  population  of  two  and  a  quarter  million  people  without  yet  assum- 
ing the  burden  of  subways.    The  rapid  transit  lines  in  Boston  represent 
about  60  per  cent,  of  the  total  money  invested;  in  Chicago,  on  the  com- 
panies' valuation,  about  38  per  cent.,  and  on  the  city's  valuation,  only 
about  28  per  cent.    The  long,  straight  lines  and  the  absence  of  grades  in 
Chicago  have  a  very  material  bearing  on  the  cost  of  maintenance.     In 
Boston  75  per  cent,  of  the  cost  of  maintenance  of  elevated  lines  is  for 
curved  track  alone.    Taking  the  Boston  system  as  a  whole,  40  per  cent . 
of  the  mileage  is  curved  track;  in  Chicago,  comparatively  nothing.    This 
of  course,  has  its  bearing  on  speed  and  therefore  cost  of  platform  labor. 
The  running  of  the  cars  in  Chicago  is  very  simple,  due  to  the  layout  of 
the  streets.    The  value  of  the  near-side  stop  is  greatly  enhanced  by  the 
ordinance  which  requires  the  stopping  of  all  automobiles  when  a  street 
car  is  stopped.    Side  entrance  cars  are  not  yet  used  on  the  Chicago 
elevated.    Another  thing  which  contributes  to  cheap  operation  in  Chicago 
is  the  absolute  exclusion  of  open  cars.    Of  the  total  car  miles  run  in 
Chicago,  about  30  per  cent,  is  elevated  mileage,  while  in  Boston  only 
about  20  per  cent,  is  elevated.    Like  New  York  and  Brooklyn,  Chicago 
also  appears  conspicuous,   in  comparison  with  Massachusetts,   by  an 
absence  of  automatic  signals  on  the  elevated  structures  and  the  absence 
of  platform  men  in  the  station. 

On  Monday,  November  19,  the  Commission  boarded  a  special  two-car 
train  of  the  Chicago  &  Milwaukee  Electric  Railway  Company  on  the 
Union  Loop  in  Chicago,  at  8.15  a.m.,  for  Milwaukee,  breakfast  being 
served  on  the  cars.  We  were  accompanied  by  Mr.  G.  T.  Seely  of  the 
Chicago  Elevated  lines  and  Mr.  Thompson,  assistant  to  the  president  of 
the  Chicago  &  Milwaukee  Railway.  In  Milwaukee  we  were  met  by 
President  J.  D.  Mortimer,  General  Manager  S.  B.  Way  and  other  officials 
of  the  Milwaukee  company,  including  Mr.  J.  Anderson,  chief  engineer  of 
power  plants,  Mr.  H.  A.  Mullett,  superintendent  of  rolling  stock,  Mr. 
Geo.  Kuemmerlein,  superintendent  of  transportation,  Mr.  Schneider, 
sales  manager,  and  Mr.  Jackson,  attorney.  We  were  taken  in  a  special 
two-car  train  over  various  of  the  company's  lines,  and  were  accompanied 
by  Mr.  Jackson,  chairman  of  the  Wisconsin  Railroad  Commission,  Mr. 


1918.] 


SENATE  — No.  300. 


113 


Faulk,  president  of  the  Allis  Chalmers  Company,  Mr.  Klinger,  president 
of  the  Merchants  and  Manufacturers  Association,  Mr.  Vogel,  Mr.  Kasten 
and  Mr.  Pfister.  We  were  entertained  at  lunch  at  the  Gargoyle  and 
afterward  held  a  conference  at  Hotel  Pfister  with  Mr.  Mortimer  and 
Mr.  Beggs  of  the  railway  company  and  Chairman  Jackson  of  the  Railroad 

Commission. 

The  taxes  of  the  Milwaukee  company  are  practically  based  on  the  net 
earnings  of  the  company.  The  area  of  the  city  is  25  square  miles,  and 
the  single  fare  zone  35  square  miles.  The  average  fare  in  the  center 
zone  is  about  4i  cents.  The  company  does  a  lighting  and  heating  busi- 
ness in  addition  to  the  railway.  Two  and  eighty-two  hundredths  of  the 
mileage  is  with  trailers.  Cars  have  right  of  way  over  vehicles  in  streets 
except  United  States  mail,  fire  department,  etc.  Operating  speed  is  9 
miles  per  hour  in  the  city.  The  paving  obligations  of  the  company  are  in 
process  of  review  in  the  courts.  No  legal  limit  to  hours  of  labor;  normal 
times'  practice  is  about  ten  hours  in  fourteen,  but  at  present  about  15 
per  cent,  are  ten  hours  in  sixteen.  The  coal  cost  was  $2.61  in  1916,  and 
at  present  is  about  $5.  Electric  heaters  are  not  required  and  coal  stoves 
are  used.  The  company  is  required  to  heat  cars  to  60  degrees  from 
October  15  to  April  16.  The  annual  cost  of  removal  of  snow  and  ice  is 
about  $15,000  per  year  in  the  city  of  Milwaukee.  The  company  is  main- 
taining a  depreciation  reserve  by  setting  aside  10  per  cent,  of  the  gross 

earnings. 

On  Tuesday,  November  20,  we  left  Milwaukee  at  8  a.m.  for  Detroit  via 
Chicago,  Milwaukee  &  St.  Paul  and  Michigan  Central  railroads,  arriving 
about  8  P.M.  and  going  direct  to  the  Hotel  Pontchartrain.  The  Com- 
mission was  met  by  Vice-President  J.  A.  Russell  of  the  Board  of  Com- 
merce and  officials  of  the  Detroit  United  Railway,  as  follows:  E.  J. 
Burdick,  general  manager,  B.  F.  Weadock,  Mr.  Rifenberick,  consulting 
engineer,  W.  S.  Rogers,  superintendent  of  traffic,  A.  D.  Van  Zandt,  pur- 
chasing agent.  The  Commission  met  Mayor  Marx  at  the  City  Hall  on 
Wednesday  morning,  the  21st,  at  which  time  the  mayor  explained  the  rail- 
way situation  and  notes  were  made,  as  follows:  — 

The  Michigan  Railroad  Commission  has  authority  over  steam  railroads 
and  interurban  electric  lines  which  are  franchised  under  the  steam  rail- 
road law,  but  has  no  authority  over  city  street  car  lines.  There  is  an 
advisory  city  railway  commission  (unpaid)  appointed  by  the  mayor, 
which  reports  to  the  city  council.  Fares  are  5  cents  cash,  with  8  tickets 
for  25  cents  on  some  lines,  and  7  tickets  for  25  cents  on  others.  The  city 
lines  alone  at  present  show  a  deficit,  and  the  company  is  paying  only  on 
account  of  its  profitable  interurban  lines,  which  are  operated  at  high 
speed  and  do  a  large  percentage  of  freight  business,  this  amounting  to  as 
much  as  25  per  cent,  of  the  total  business  on  some  of  the  interurban 
lines. 

An  increase  in  fares  in  the  city  is  now  imminent,  and  the  mayor  stated 
to  us  that  in  determining  the  new  rate  of  fare  the  company  should  have 


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114 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


not  less  than  6  per  cent,  on  its  '^appraised  value,"  which  he  modified  in 
a  following  statement  to  "actual  investment."  On  the  low-fare  lines  the 
city  pays  for  the  (subgrade)  concrete  construction,  and  the  company  lays 
Its  ties  and  rails,  the  city  building  and  thereafter  maintaining  the  pave- 
ment. The  railway  service  is  theoretically  prescribed  by  the  city  council 
with  the  advice  of  the  city  commission. 

After  leaving  the  mayor's  office  we  were  met  by  the  railway  officials, 
who  accompanied  us  on  an  automobile  trip  about  the  city,  after  which 
we  were  entertained  at  lunch  by  the  Board  of  Commerce.  After  lunch 
the  party  was  taken  to  Toledo  and  return  on  the  special  office  car  of  the 
Detroit  United.  This  is  a  run  of  58  miles,  and,  including  several  miles  of 
slow  running  in  both  Detroit  and  Toledo,  is  covered  by  the  regular  limited 
trains  of  the  Detroit  United  in  two  hours.  The  schedule  running  time  of 
these  trains  between  city  limits  is  something  over  40  miles  per  hour. 
Apparently,  the  tracks  are  in  reasonably  good  condition.  The  cars  noted 
are  mostly  of  the  double  truck  type,  and  many  trailers  are  used  for  rush- 
hour  service,  on  some  lines  being  operated  all  day.  A  few  single  truck 
cars  were  noted  in  operation.  The  general  appearance  of  equipment  is 
good. 

Thursday,'November  22,  left  Detroit  at  2.50  p.m.  via  the  Grand  Trunk 
Railway  for  Toronto,  arriving  about  10.30  p.m.,  and  went  to  the  King 
Edward  Hotel.  The  Commission  was  met  by  Mayor  T.  L.  Church, 
Mr.  R.  C.  Harris,  commissioner  of  works  and  city  engineer,  Mr.  J.  W. 
Somers,  clerk  of  the  city  reception  committee,  Mr.  G.  E.  Powell,  assistant 
city  engineer,  Mr.  J.  McCarthy,  city  railway  and  bridge  engineer,  Mr. 
D.  M.  Mclntyre,  chairman  of  the  Ontario  Railway  board,  Mr.  A.  J. 
Ingraham,  vice-president  of  the  Ontario  railway  board,  Mr.  Morley, 
secretary  of  the  Board  of  Trade;  also  the  following  officials  of  the  Toronto 
Railway  Company:  R.  J.  Fleming,  general  manager,  F.  L.  Hubbard, 
assistant  to  the  general  manager,  F.  G.  Clarke,  chief  engineer,  W.  J. 
McRae,  superintendent  of  rolling  stock,  J.  McCullagh,  superintendent  of 
traffic;  also  Mr.  W.  H.  Miller,  manager,  and  Mr.  C.  L.  Wilson,  assistant 
manager,  of  the  Toronto  &  York  Radial  Railway.  On  Friday  morning, 
November  23,  the  party  was  taken  on  an  automobile  trip  over  the  city, 
was  entertained  at  lunch  at  the  King  Edward  Hotel,  and  afterward  held 
a  conference  at  which  a  number  of  the  representatives  of  the  city  and 
railway  company  as  listed  above  were  present.  The  following  notes  were 
made:  — 

By  an  agreement  with  the  city  the  fares  of  the  Toronto  Railway  Com- 
pany are  5  cents  cash,  with  6  tickets  for  25  cents  and  25  tickets  for  $1; 
also  7  tickets  for  25  cents  good  on  Sundays  and  during  the  weekday 
.rush  hours.  All  these  include  free  transfers.  There  is  also  an  8  for  25 
cents  ticket  good  during  rush  hours  only,  and  a  10  for  25  cents  school 
ticket,  and  a  10-cent  cash  fare,  none  of  which  carry  the  free  transfer 
privilege. 

The  Toronto  Railway  Company  operates  in  the  center  of  the  city  with 


1918.] 


SENATE  —  No.  300. 


115 


about  127  miles  of  single  track  in  an  area  of  22  square  miles,  or  what  was 
the  city  limits  at  the  tune  of  the  agreement  in  1891.  As  the  city  extended 
its  limits  the  company  refused  to  extend  its  lines  at  the  low  rates  of  fare, 
in  which  refusal  it  was  upheld  by  the  Privy  Council.  The  city  has  built 
and  operates  about  20  miles  of  single  track  in  the  various  suburbs.  On 
these  cars  the  fare  is  2  cents  cash,  or  6  tickets  for  10  cents.  These  city 
lines  do  not,  however,  even  approach  the  center  of  the  city,  with  the  result 
that  practically  all  of  the  riders  on  the  city's  lines  must  change  cars  and 
pay  a  second  fare  in  order  to  reach  the  downtown  section.  The  Toronto 
Railway  Company  has  an  average  haul  of  about  2  miles  and  pays  an  8 
per  cent,  dividend,  the  balance  of  the  net  above  this  going  back  into  the 
property.  The  company  pays  to  the  government  a  tax  of  S60  per  mile 
of  track  plus  1  per  cent,  of  the  net  earnings.  It  pays  to  the  city  a  tax  on 
gross  earnings  amounting  to  8  per  cent,  under  $1,000,000,  and  ranging  up 
to  20  per  cent,  on  all  up  to  $3,000,000.  It  also  pays  to  the  city  $800  per 
year  per  mile  of  track,  besides  the  regular  property  and  business  tax. 
These  various  taxes  amount  to  over  $1,000,000  per  year.  The  city  pays 
all  paving  costs,  including  the  substructure  for  the  tracks,  the  company 
laying  ties  and  rails  only.  No  specific  amounts  are  set  aside  for  depre- 
ciation, but,  as  stated,  the  net  earnings  above  an  8  per  cent,  dividend  are 
put  back  into  the  property.  The  accident  costs  amount  to  less  than  2 
per  cent,  of  the  gross.  Snow  is  swept  to  one  side  of  the  street.  The  city 
claims  that  if  the  snow  fall  amounts  to  more  than  6  inches  the  company 
should  pay  one-third  of  the  cost  of  the  necessary  removal.  This  question 
is  now  in  the  courts.  The  company  has  about  $12,000,000  of  commdn 
stock  and  $5,000,000  of  bonds,  but  claims  the  actual  investment  is  greater 
than  the  sum  of  these  securities.  The  gross  earnings  are  about  $6,000,000 
per  year. 

The  franchise  expires  in  1921,  at  which  time  the  city  can  buy  at  the 
appraised  value.  If  this  right  is  not  exercised  within  six  months  the 
franchise  is  automatically  extended  in  five-year  periods.  The  present 
franchise  was  granted  in  1891,  after  the  lines  had  been  operated  by  the 
city  for  about  six  months  and  the  franchise  put  up  for  tender. 

The  area  of  the  city  is  about  25  square  miles,  of  which  the  Toronto 
Railway  covers  about  two-thirds  to  three-quarters.  The  population  is 
about  463,000,  of  which  the  Toronto  Railway  serves  about  435,000.  The 
company  owns  about  750  cars,  300  of  which  are  less  than  ten  years  old. 
It  has  built  about  17  miles  of  new  track  in  the  last  ten  years.  Niagara 
power  is  used.  There  is  very  little  traffic  interference,  the  police  uni- 
formly upholding  the  company  in  such  cases.  The  streets  are  about  40 
feet  wide  and  stops  average  about  600  feet  apart. 

By  agreement  with  the  trainmen,  the  hours  of  labor  are  limited  to  ten 
hours  per  day,  or  sixty  per  week,  "within  twelve  hours  when  practicable 
and  reasonable."  Some  are  as  long  as  fifteen  hours  outside  time.  No 
freight  business  is  done  in  the  city.  The  vote  on  municipal  ownership 
will  be  by  property  holders  or  twenty-one-year  lease  holders.    The  civic 


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116 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


lines  are  operated  by  the  public  works  department,  members  of  which 
are  appomted  by  the  council  for  life  or  during  good  behavior.  It  was 
stated  that  these  lines  failed  to  earn  operating  expenses  during  the 
past  year,  and  if  interest  on  the  investment  be  included,  the  deficit  was 
something  like  $300,000.  The  civic  lines  pay  no  taxes  on  track  or  gross 
or  net  earnmgs  similar  to  those  paid  by  the  Toronto  Railway  Company. 
They  pay  about  the  same  wages  as  the  Toronto  Railway  Company,  but 
give  their  employees  two  weeks'  vacation  with  pay. 

The  Toronto  &  York  Radial  Company  operates  about  96  miles  of 
mterurban  lines,  the  fare  on  lines  east  and  west  of  the  city  being  about  1 
cent  per  mile,  with  school  tickets  at  about  three-quarters  of  a  cent  per 
mile.  North  of  the  city  the  fares  are  about  2  cents  per  mile,  with  sixty- 
day  commutation  tickets  at  If  cents  per  mile,  and  other  individual  com- 
mutation and  school  tickets  at  about  ^  cents.  About  25  to  30  per  cent, 
of  the  gross  earnings  is  from  a  freight  business,  the  company  having  con- 
nections with  the  Grand  Trunk  and  Canadian  Northern  railways,  handling 
considerable  carload  freight  between  these  steam  roads  and  on  side  tracks 
of  manufacturing  concerns  along  its  line.  It  also  handles  express  and 
some  freight  m  and  out  of  Toronto,  but  the  terminals  are  at  the  edge  of 
the  city,  and  the  cars  of  the  Toronto  &  York  Radial  Company  do  not 
enter  the  city. 

We  left  Toronto  at  11  p.m.  Friday,  November  23,  via  the  Grand  Trunk 
Railway.    Quite  a  severe  snowstorm  occurred  during  the  night,  and  the 
train  was  about  three  hours  late,  arriving  at  Montreal  about  10.30  on 
Saturday.    The  Commission  was  met  by  Colonel  Hibbard,  chairman  of 
the  public  utilities  commission,  Senator  Casgrain,  chairman  of  the  special 
commission  investigating  the  matter  of  new  contract  with  the  Montreal 
Tramways  Company,  Mr.  McLeod,  city  engineer,  and  the  following 
officials  of  the  Montreal  Tramways  Company:  J.  E.  Hutcheson,  general 
manager,  A.  Caboury,  general  superintendent,  H.  E.  Smith,  comptroller, 
Mr.  Thornton,  consulting  engineer,  W.  F.  Graves,  chief  engineer,  A.  s! 
Byrd,  superintendent  of  power  plants,  and  D.  E.  Blair,  superintendent  of 
rolling  stock.    The  party  was  taken  in  a  special  office  car  of  the  company 
for  a  trip  of  inspection  over  the  various  lines  of  the  company  and  a  visit  to 
Its  shops.    Lunch  was  served  on  the  car,  and  the  only  conference  held 
with  the  above-named  officials  was  during  this  trip  of  several  hours' 
duration.    Notes  were  made  as  follows:  — 

The  average  ride  in  Montreal  is  about  2  miles.  The  longest  line  is 
about  7  miles.  Water  power  is  used  for  about  three-quarters  of  the 
requirements,  and  manufactured  for  peak  loads  only. 

The  trainmen  are  non-union  and  are  paid  24  cents  the  first  year  25 
the  third  year  and  29  cents  the  fifth  year.  The  company  furnishes  one 
uniform  and  one  overcoat  per  year.  There  is  a  mutual  benefit  association 
and  pension  fund  to  which  the  company  contributes  equally  with  the 
employees.  All  trainmen  are  required  to  speak  both  French  and  English. 
The  company  owns  about  1,000  cars,  375  being  operated  in  normal 


1918.] 


SENATE  —  No.  300. 


117 


hours  and  750  in  peak.  About  500  new  cars  have  been  put  in  operation 
during  the  last  five  years.  Each  of  these  cars  goes  through  the  shop  for 
overhauling  and  either  varnish  or  paint  at  least  once  in  twelve  months, 
and  the  company  averages  about  55  cars  in  for  such  work  at  all  times. 
The  company  has  just  purchased  and  is  now  equipping  50  two-car  trains, 
multiple  unit  control,  with  four  motors  on  one  car  and  two  on  the  other. 

An  average  of  120  inches  of  snow  falls  in  Montreal  each  winter.  This 
is  removed  from  the  tracks  by  the  railway  company  and  removed  from 
the  streets  by  the  city.  The  company  pays  half  of  the  cost  of  removal 
on  streets  with  tracks. 

About  40  square  miles  are  included  in  the  single-fare  area,  the  fare 
l)eing  5  cents  cash,  6  tickets  for  25  cents  and  25  tickets  for  $1,  good  from 
5  A.M.  to  midnight;  8  tickets  for  25  cents,  good  from  5  to  8  a.m.  and  5  to 
7  P.M.;  10  tickets  for  25  cents  for  school  children.  Outside  the  city  the 
railway  fares  average  about  2|  cents  per  mile. 

Two  and  one-half  per  cent,  of  the  gross  has  been  set  aside  for  accidents 
for  the  last  twenty  years,  and  this  amount  has  proved  ample.  Taxes 
amount  to  7.84  per  cent,  of  gross.  Cars  have  right  of  way  over  other 
vehicles.  Operating  speed  is  8.2  miles  per  hour.  The  distance  between 
stopping  places  in  residential  districts  averages  640  feet.  The  taxes  on 
gross  earnings,  as  applied  in  the  "old  section"  (exemption  is  about  25 
])er  cent.),  are  as  follows:  4  per  cent,  on  first  $1,000,000;  6  per  cent,  on 
next  $500,000;  8  per  cent,  on  next  $500,000;  lOper  cent,  on  next  $500,000; 
12  per  cent,  on  next  $500,000;  and  15  per  cent,  on  amount  over  $3,000,000. 

Electric  heaters  are  used  in  city  cars,  but  are  not  compulsory.  Stoves 
are  used  on  some  suburban  lines.  No  definite  heating  requirements  are 
made,  but  cars  are  heated  from  November  to  March. 

The  average  annual  cost  of  removal  of  snow  and  ice  is  about  $172,800. 

In  Conclusion. 

It  is  obvious  from  the  fact  that  nine  cities  were  visited  and  transporta- 
tion conditions  studied  in  the  limited  time  covered  by  the  itinerary  that 
most  of  the  information  obtained  was  from  necessity  by  discussion  of 
conditions.  Because  of  the  valuable  assistance  of  the  various  commis- 
sions, railway  men  and  city  officials  in  each  locality,  the  general  conditions 
were  explained  in  a  far  more  intelligible  manner  than  it  would  appear 
I)ossible  in  so  short  a  time.  Most  of  the  various  street  railway  companies 
were  kind  enough  to  supply  the  Commission  with  considerable  printed 
or  typewritten  matter  which  will  probably  be  of  value  to  them. 

In  general,  facts  were  presented  to  the  Commission  indicating  that 
wherever  new  contractural  relations  had  been  recently  or  were  about  to 
))e  entered  into  between  a  municipality  and  railway  company  a  fair  rate 
of  return  is  paid  on  the  company's  invested  capital  as  a  part  of  the  cost 
of  the  service.  In  some  cases,  such  as  in  New  York,  such  return  is  prac- 
tically guaranteed  by  putting  this  charge  ahead  of  the  return  on  the  money 


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118 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


invested  by  the  city.  In  other  cases,  such  as  at  Cleveland,  a  sliding  scale 
of  fares  is  intended  to  accomplish  this  purpose.  Where  such  guarantees 
do  not  exist  a  modification  of  one  of  these,  or  some  similar  scheme,  is 
being  proposed  to  accomplish  the  result.  In  other  words,  there  is  a 
universal  tendency  to  insure  a  fair  rate  of  return  upon  actually  invested 
capital. 

In  a  number  of  the  cities  visited  low  rates  of  fare  are  in  effect.  In 
these  cities  facts  were  presented  to  the  Commission  indicating  either 
short  average  rides,  poor  service,  very  dense  traffic,  relief  from  paving 
and  tax  burdens  as  known  in  Massachusetts,  a  distinct  necessity  for 
more  revenue,  or  a  combination  of  two  or  more  or  all  of  these  factors. 

Facts  were  also  presented  to  the  Commission  showing  a  number  of 
methods  of  construction  and  operation  considerably  different  from  those 
obtaining  in  Massachusetts,  among  which  might  be  mentioned  wide 
streets,  the  absence  of  grades,  long,  straight  stretches  of  track,  street  cars 
having  right  of  way  over  other  vehicles,  long  average  distance  between 
stopping  places,  general  use  of  T  rail  in  paved  streets,  considerable  use  of 
coal  stoves  for  heating  cars,  cheaper  coal,  which  makes  for  low  power 
cost,  surprisingly  small  number  of  employees  at  rapid  transit  stations, 
absence  of  expensive  legal  restrictions  in  hours  of  labor,  and  in  nearly  all 
cases  a  complete  separation  of  surface  and  rapid  transit  facilities  with  no 
free  transfer  between  the  two. 

Judging  from  the  limited  inspection  of  the  railways  in  the  cities  visited, 
I  am  of  the  opinion  that  the  physical  condition  of  most  of  them  is  above 
the  average  found  in  Massachusetts.  This  is  especially  noticeable  in  the 
appearance  of  the  equipment  operated.  In  the  city  of  Montreal  the  cars 
in  operation  during  normal  hours  are  of  uniform  type  and  neat  in  appear- 
ance. This  is  probably  due  to  the  fact  that  the  company  has  500  cars 
that  are  comparatively  new,  and  this  number  is  sufficient  for  all  normal 
hour  service.  During  rush  hours  a  limited  number  of  older  types  of  cars 
are  seen,  but  even  these  are  kept  well  painted  and  look  fairly  well. 

Respectfully  submitted, 

Lewellyn  C.  McLain, 

Inspector. 


1918.] 


SENATE  —  No.  300. 


119 


Appendix    C. 


STATISTICS  RELATIVE  TO  MASSACHUSETTS  STREET 

RAILWAYS. 

The  following  tables,  Nos.  I.  to  XXIII.,  inclusive,  contain 
statistics  dealing  with  various  phases  of  Massachusetts  street 
railways.  In  certain  cases  additional  information  has  been  added 
for  comparative  purposes,  showing  similar  statistics  for  street 
railways  outside  of  Massachusetts.  Much  of  this  information  is 
shown  for  the  year  ending  June  30,  1916,  since  the  figures  of 
the  Public  Service  Commission  have  not  been  published  since 
that  date,  due  to  the  change  in  the  fiscal  year  from  June  30  to 
December  31,  in  1916. 

Tables  I.  to  V.,  inclusive,  show  the  operating  and  nonoperating 
companies  as  of  April  1,  1917,  the  total  mileage  of  such  com- 
panies, the  mileage  distributed  by  cities  and  towns,  the  towns 
having  no  street  railways,  etc. 

Tables  VI.  and  VII.  give  the  mileage,  employees,  amount  of 
equipment  and  volume  of  trafiSc  for  the  series  of  years  from 
1890  to  1916,  inclusive. 

Tables  VIII.  to  X.  show  the  capitalization  of  the  street  rail- 
ways in  Massachusetts,  and  comparative  figures  for  street  rail- 
ways in  other  portions  of  the  United  States. 

Tables  XI.  to  XVI.,  inclusive,  deal  with  the  financial  aspect 
of  the  situation.  These  tables  show  the  income  statement, 
liabilities,  stock,  bonds,  earnings,  dividends,  etc. 

Tables  XVII.  to  XXI.,  inclusive,  give  information  relative  to 
taxes  assessed  on  Massachusetts  street  railways.  Detailed  in- 
formation is  given  as  to  the  distribution  of  the  excise  and  corpo- 
rate franchise  taxes  for  the  year  1916. 

Tables  XXII.  and  XXIII.  show  the  increased  costs  of  labor 
and  materials  from  1897  to  1917. 

Since  some  of  the  data  included  in  these  tables  has  been  ob- 
tained directly  from  the  railways,  and  some  from  the  Public 
Service  Commission  reports  and  Tax  Commissioner's  office  and 


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120 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


elsewhere,  certain  discrepancies  may  have  crept  in,  due  to  dif- 
ferent fiscal  years,  etc.,  hence  totals  should  not  necessarily  be 
considered  absolutely  correct. 

Tabic  I.  gives  the  names  of  the  38  operating  companies  and 
the  15  non-operating  companies  in  Massachusetts  as  of  April  1, 
1917.  Footnotes  to  this  table  show  changes  which  have  been 
made  in  connection  with  certain  of  these  lines,  between  April, 
1917,  and  the  latter  part  of  December,  1917.  These  changes 
are  as  follows:  — 

In  December,  1917,  the  Bay  State  Street  Railway  went  into 
the  hands  of  receivers,  Mr.  Donham  of  the  Old  Colony  Trust 
Company  being  appointed  receiver. 

In  the  latter  part  of  November,  1917,  the  Taunton  &  Paw- 
tucket,  which  had  been  operated  by  the  Bristol  County  property 
receivers,  was  sold  to  the  Swift-McNutt  Company.  The  fate 
which  would  be  indicated  by  this  purchase  is  that  of  junking 
the  road,  but  at  this  date  determined  efforts  are  being  made  by 
persons  and  officials  living  in  the  vicinity  of  this  line  to  con- 
tinue this  road  in  some  manner  as  an  operating  property. 

In  October,  1917,  the  Norwood,  Canton  &  Sharon  was  offered 
for  sale,  and  a  sale  was  nearly  completed  with  a  company, 
which  would  no  doubt  have  junked  the  road.  This  transaction, 
however,  fell  through,  and  at  the  present  time  this  line  is  being 
operated,  although  the  impression  appears  to  be  given  that  the 
management  would  prefer  to  sell  out  this  property. 

In  September,  1917,  the  Providence  &  Fall  River  Street  Rail- 
way ceased  operating  and  was  sold  at  auction.  A  new  company 
has  since  been  formed  by  local  persons,  and  in  December,  1917, 
was  placed  in  operation  with  new  charter  rights,  etc.,  under  the 
name  of  the  Swansea  &  Seekonk  Railway. 

On  April  21,  1917,  the  Norton  &  Taunton  (receivers)  was 
reorganized  as  the  Norwood.  Taunton  &  Attleboro,  a  company 
formed  by  the  bondholders,  and  is  at  present  operated  under 
that  name. 

Very  recently  the  Nahant  &  Lynn  announced  that  it  might 
curtail  its  services  to  the  bare  amount  provided  for  in  the 
charter,  namely,  twelve  cars  every  twenty-four  hours.  This 
action  was  apparently  due  to  the  failure  of  the  Nahant  authori- 
ties to  make  some  change  in  the  jitney  situation  in  that  town, 
so  that  the  street  railway  might  compete  satisfactorily.  In  this 
connection  it  was  stated  that  ultimately  this  road  would  refuse 
to  operate  at  all  and  would  tear  up  its  rails,   which  it  could 


1918.] 


SENATE  —  No.  300. 


121 


probably  sell  at  a  good  figure  at  the  present  time,  unless  some 
relief  was  obtained. 

The  Ware  &  Brookfield  Street  Railway  in  the  western  part 
of  Massachusetts  is  at  present  in  operation,  although  there  is 
talk  of  this  company  ceasing  operations. 

Probably  this  table  represents  the  street  railway  conditions, 
with  regard  to  the  operating  and  non-operating  companies,  re- 
vised to  the  present  time,  although  each  day  is  liable  to  bring 
on  the  announcement  of  some  further  curtailment  of  service. 
No  information  is  shown  in  these  tables  as  to  the  railways  that 
have  ceased  to  operate  certain  unprofitable  branch  lines. 

The  street  railways  considered  in  these  statistics  are  those 
which  the  Public  Service  Commission  denotes  as  "street  rail- 
ways." Although  the  Attleboro  Branch  Railroad  is  electrically 
operated,  it  has  a  private  right  of  way  and  is  considered  with 
the  steam  railroads  by  the  Public  Service  Commission.  For  this 
reason  it  has  been  omitted  from  many  of  these  tables. 

The  Mount  Tom  Railway,  which  is  operated  by  the  Holyoke 
Company,  is  considered  a  steam  railroad  by  the  Tax  Commis- 
sioner's department,  but  since  the  Public  Service  Commission 
denotes  it  as  a  "street  railway"  it  has  been  so  considered  in  this 
table. 

Table  II.  shows  the  mileage  operated  in  Massachusetts  by  the 
38  operating  companies  as  of  April  1,  1917.  This  mileage  is 
computed  as  single  track.  The  table  shows  trackage  operated 
(exclusive  of  trackage  rights),  trackage  rights  and  total  mileage 
operated.  These  figures  have  been  obtained  through  the  Tax 
Commissioner's  office.  For  comparative  purposes  a  column  has 
been  added  showing  the  total  mileage  operated  on  June  30,  1916, 
as  reported  to  the  Public  Service  Commission.  The  present 
mileage  of  track  operated,  exclusive  of  trackage  rights,  is  3,005.- 
112,  trackage  rights,  51.049,  total  mileage  operated  3,056.161. 
The  total  mileage  reported  to  the  Public  Service  Commission  is 
3,058.867. 

Table  III.  shows  the  mileage  operated  by  the  38  operating 
companies,  subdivided  to  show  the  mileage  in  the  various  cities 
and  towns.  The  mileage  is  computed  as  single  track,  as  of 
April  1,  1917.  This  table  is  merely  a  subdivision  of  Table  II., 
so  as  to  show  detailed  information  as  to  the  mileage  of  each 
street  railway  in  each  city  and  town  through  which  it  operates. 
Table  IV.  contains  a  list  of  the  towns  in  Massachusetts  in 
which  no  street  railways  were  operated  on  April  1,  1917.     There 


111 

mm 


I  ^1 


I 


122  REPORT  ON  STREET  RAILWAYS.  [Feb. 

are  109  towns  in  this  classification.  The  population  of  each 
town  IS  shown,  and  attention  is  called  to  certain  of  the  towns 
having  no  street  railways,  which  have  decreased  in  population 
between  the  United  States  census  of  1910  and  the  State  census 
of  1915.  The  109  towns  without  street  railways  have  a  1915 
population  of  119,465.  This  represents  about  Si  per  cent,  of  the 
1915  population  of  the  State,  which  was  3,693,310  in  1915 

Table  V.  contains  the  information  of  Table  IV.,  in  a  somewhat 
different   form.     In    this    table   the   number   of   towns    without 
street  railways,  and  the  1915  population  of  such  towns,  is  shown 
in  the  different  counties.     Study  of  this  table  shows  that  of  the 
109  towns  without  street  railways,  14  are  located  in  Barnstable 
County,  that  is,  in  the  vicinity  of  Cape  Cod.     Berkshire  County 
contains   15  towns  without  street  railways.     The  population  of 
such  towns  is  only  about   7,000.     Franklin   County  has   16  of 
these  towns,  containing  a  population  of  about  11,000.     Hamp- 
shire County  has  12  such  towns,  having  a  population  of  about 
8,000.     Middlesex  County  has   10  towns  in  this  class,  with  a 
population   of   about    13,000.     Worcester   County   has    14   such 
towns,  with  a  population  of  22,000. 

Table  VI.  shows  the  total  number  of  companies,  the  number 
of  operating  companies,   mileage  of  main   track  operated,   and 
total  mileage  owned  for  the  years  1890  to  1916,  inclusive      This 
table  shows  also  the  number  of  employees,  the  number  of  pas- 
senger cars,  and  the  number  of  other  cars  and  plows  for  the  same 
series  of  years.     The  total  mileage  owned  in  1890  was  about  660 
miles;    in   1900,  2,000  miles;    and  in  1916  it  was  about  3,000 
miles.     Between   1890  and   1916  the  number  of  employees  had 
increased   from   6,000   to   24,000,   an  increase  of  300  per  cent 
The  number  of  passenger  cars  had  increased  between  these  years 
from  3,000  to  8,000.     Since  1900  there  has  been  a  decrease  in 
the  number  of  operating  companies.     In  the  years  1899  and  1900 
there  were  118  companies  of  which  81  were  operating  companies. 
The  consolidations  of  lines  have  diminished  these  to  the  extent 
that  there  was  a  total  of  53  companies  of  which  38  were  oper- 
ating companies  on  April  1,  1917.  * 

Table  VIL  shows  the  volume  of  traffic  on  the  Massachusetts 
street  railways  for  the  period  from  1890  to  1916.  The  total 
number  of  revenue  passengers  carried  in  1890  was  about  165,- 
000,000;  m  1900  the  number  was  nearly  400,000,000-  and  in 
1916  it  was  almost  800,000,000.  The  percentage  increase  in 
total  passengers  carried  since  1890  is  practically  400  per  cent 


1918.] 


SENATE  —  No.  300. 


123 


During  this  period  the  population  had  increased  only  about  65 
per  cent.  The  total  car-miles  run  in  1890  was  about  26,000,000; 
in  1900  about  80,000,000;  and  in  1916  practically  135,000,000. 
The  percentage  increase  of  1916  over  1890  is  about  400  per 
cent.  This  is  the  same  increase  as  shown  for  total  revenue 
passengers  carried.  The  average  number  of  passengers  carried 
per  mile  of  main  track  operated  in  1895  was  about  239,000;  in 
1900  it  was  200,000;  and  in  1916  it  was  267,000.  From  1895 
to  1902  the  figures  for  the  average  number  of  passengers  per 
mile  of  main  track  operated  show  that  new  mileage  was  being 
added  at  a  greater  rate  than  the  number  of  passengers  was  in- 
creasing. Since  1902,  however,  the  number  of  passengers  per 
mile  has  increased  until  it  has  reached  267,000  in  1916,  showing 
an  increase  in  passengers  carried  at  a  rate  greater  than  the  in- 
crease in  new  mileage. 

As  mentioned  above,  the  population  of  Massachusetts  has  in- 
creased from  2,238,943  in  1890  to  3,693,310,  an  increase  of  65 
per  cent.  The  annual  or  yearly  number  of  rides  per  inhabitant 
of  the  State  has  risen  rapidly,  being  74  in  1890,  141  in  1900, 
and  206  in  1915,  —  an  increase  of  180  per  cent,  between  1890 
and  1916.  These  latter  figures  are  of  interest,  as  they  are  borne 
out  by  similar  figures  in  other  portions  of  the  United  States  and 
in  foreign  countries,  showing  the  tendency  of  increased  riding 
per  inhabitant. 

Table  VIII.  shows  the  cost  and  capital  investment  per  mile 
of  main  track  of  the  Massachusetts  street  railways  between  1890 
and  1916.  The  capital  investment  was  taken  as  the  outstanding 
capital  stock  and  net  debt  (gross  debt  less  cash  and  current 
assets)  for  the  years  1890  to  1906,  inclusive.  Since  that  time 
the  capital  investment  has  been  taken  as  outstanding  capital 
stock,  premiums  and  funded  debt.  The  capital  investment  per 
mile  of  main  track  in  1890  was  about  $38,000,  whereas  in  1916 
it  was  $69,935,  or  nearly  $70,000.  The  total  cost  per  mile  is 
generally  higher  than  the  capital  investment,  in  some  cases  by 
as  much  as  $6,000  or  $8,000.  In  1916  the  total  cost  was  $71,400 
as  compared  with  the  capital  investment  as  given  above  of 
$69,935.  The  total  cost  is  shown  subdivided  into  items  of 
construction,  equipment  and  other  permanent  property.  For 
the  year  1916  the  item  of  construction  was  $40,220,  or  about 
56  per  cent,  of  the  total  cost.  The  equipment  amounted  to 
$13,413,  or  19  per  cent.  Other  permanent  property  (chiefly 
land,  tracks,  poles  and  power  plants)  amounted  to  $17,767,  or 


5 


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124 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


25  per  cent,  of  the  total  cost.  Further  reference  to  this  table 
will  be  made  in  connection  with  the  following  tables  giving 
other  details  as  to  capitalization. 

Table  IX.  shows  the  cost  and  capitalization  per  mile  of  main 
track  (including  first  and  second  track)  for  each  of  the  companies 
in  the  State  of  Massachusetts  for  the  fiscal  year  ending  June  30, 
1916.     This  information  shows  the  cost  of  road,  equipment,  land 
and  buildings  and  other  property,  and  the  total,  together  with 
the  capitalization  per  mile  of  main  track.     The  average  cost  for 
the  53  railways  in  Massachusetts  as  noted  in  Table  VIII.  was 
$71,400,  and  the  capitalization  for  the  same  date  was  $69,935. 
The  cost  and  capitalization  per  mile  of  main  track  for  the  Boston 
Elevated  are  $1,282,559  and  $1,337,648,  respectively.     Omitting 
the   figures   for  the   Boston   Elevated,   the   average  for  the  re- 
mainder of  the  State  becomes  $54,412  for  the  total   cost  and 
$52,111  for  the  capitalization.     The  figures  shown  for  capitaliza- 
tion,   of    course,    vary    greatly;     for   instance,    the    Med  way    & 
Dedham   is   shown   to   have   a   capitalization   per   mile   of   main 
track  of  $3,221.     The  capitalization  of  the  Bay  State  lines  is 
$55,919.     The  capitalization  for  the  West  End  Street  Railway, 
representing  most  of  the  surface  lines  operated  by  the  Boston 
Elevated,   is   $111,448.     Further   comparisons   will    be   made   in 
connection  with  the  following  table. 

Table   X.   gives   the  capitalization   per  mile  of  track  for   the 
street  and  electric  railways  in  the  United  States.     This  infor- 
mation,  which  was  obtained  from   the  special  census  of  street 
railways  in   1912,   shows   the  comparative  figures  for  the  years 
1902,   1907  and   1912.     The  capitalization  is  based  on  net  capi- 
talization, and  is  obtained  by  dividing  net  capitalization  by  the 
single    track    mileage    owned.     This    net    capitalization    includes 
floating  debt  on  real  estate  and  mortgages,  but  does  not  include 
investment    in    other   securities    and    in    non-railway    properties. 
This  table  has  been  made  to  show  the  capitalization  for  each 
State  in  the  United  States  having  a  thousand  miles  or  more  of 
track   owned.     To   show   whether   this   table   compares   substan- 
tially with  the  figures  in  Table  VIII.  it  should  be  noted  that  for 
1912  the  capitalization  for  Massachusetts  is  given  in  Table  X. 
as  $57,786  per  mile  of  track   (single  track),  whereas  in  Table 
VIII.    the   figure   is   given   as   $60,793   per   mile   of   main   track. 
Since  in   1912  the  mileage  of  main   track   constituted  about  95 
per  cent,  of  the  total  track,  the  revised  figure  for  Table  VIII. 
based  on  the  total  mileage  would  be  $58,000,  which  is  substan- 
tially  the  figure   given   in   Table   X.   compiled  from   the   census 


1918.] 


SENATE  —  No.  300. 


125 


reports.  In  the  ten  States  shown  having  mileages  for  1912 
varying  from  1,032  to  4,394,  Massachusetts  is  seen  to  have 
the  smallest  capitalization  per  mile;  also  for  the  years  1902  and 
1907,  when  Massachusetts  is  capitalized  at  $39,067  and  $46,583, 
respectively,  Massachusetts  stood  the  lowest  of  these  ten  States. 
In  1912  the  average  for  New  England,  including  5,205  miles, 
was  $61,577.  The  average  for  the  United  States,  including 
40,470  miles,  was  $104,930.  As  mentioned  in  Table  IX.,  the 
average  for  Massachusetts,  excluding  the  Boston  Elevated  Rail- 
road, which  is  principally  elevated  and  subway  lines,  was  nearly 
$18,000  per  mile  lower  than  when  the  Elevated  was  included. 
A  similar  figure  might  of  course  be  made  for  the  year  1912. 
The  principal  subway  and  elevated  lines  are  located  in  Boston, 
Chicago,  New  York  and  Philadelphia;  therefore  the  capitaliza- 
tion of  Massachusetts,  Illinois,  New  York  and  Pennsylvania  is 
high,  due  to  such  lines.  New  York  State,  in  1912,  had  a  capi- 
talization of  $185,616.  This  figure,  however,  would  probably  be 
greatly  reduced  if  the  elevated  and  subway  lines  were  left  out. 
The  capitalization  for  Pennsylvania  in  1912  was  $131,833,  and 
for  Illinois,  $127,803.  The  following  information  is  given  rela- 
tive to  the  capitalization  per  mile  of  track  of  elevated,  subway 
and  surface  line  in  1907  and  1912  in  the  United  States:  — 


Classification. 


Capitalization  per  Mile 
OF  Track, 


1907. 


1912. 


Total  capitAlization, 

Elevated  and  subway, 

Surface, 
Net  capitalization. 

Elevated  and  subway, 

Surface, 


$111,569 
706,652 
104,147 
100,495 
639,668 
93,770 


$116,435 
863,259 
106,928 
104,930 
818,101 
95,851 


Table  XL  is  a  tabulated  statement  of  the  income  accounts 
from  the  reports  of  the  street  railway  companies  for  the  year 
ending  June  30,  1916.  This  information  is  given  for  each  of  the 
53  companies  in  the  State  on  that  date.  Data  are  given  rela- 
tive to  operating  revenues,  operating  expenses,  taxes  assignable 
to  railway  operation,  gross  income,  interest  on  funded  and  un- 
funded debt,  net  income,  dividends  declared,  percentage  of  divi- 
dends declared  and  surplus  for  the  year.     It  will  be  noted  that 


i 


..  i 


126 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No,  300. 


127 


P'l 


I 


operating  revenues,  expenses,  etc.,  are  given  only  for  the  opera- 
ting companies,  since  similar  figures  for  the  non-operating  com- 
panies  would   naturally   be   included   in   those   of   the   operating 
companies.     A  study  of  this  table  will  show  that  the  railway 
operating  revenue  of  the  Boston  Elevated  amounted  to  $18,686,- 
971.58  out  of  a   total   of  $41,479,275.43.     In   other  words,   the 
Boston  Elevated  constituted  45  per  cent,  of  the  railway  oper- 
ating revenue  of  the  State.     The  operating  revenue  of  the  Bay 
State  was  about  $9,770,000,  or  a  little  more  than  half  that  of 
the  Boston  Elevated.     The  Worcester  Consolidated  has  the  next 
largest  revenue,   which  is  about  $2,987,000.     Following  that  is 
the   Springfield,   with   $2,285,000;    the   Middlesex   and   Boston, 
with   $1,038,000;     and   the   Union,   with   $1,024,000.     These   six 
systems   constitute  nearly  85   per  cent,   of   the   total   operating 
revenue   of   the   street  railways   of   the   State.     The   mileage   of 
these  systems  constitutes  about  two-thirds  of  the  mileage  of  the 
State. 

The   total    of   the    taxes   assignable   to   railway   operations   is 
$2,388,118.34.     The  interest   on   the  funded   debt   amounted   to 
about  $3,934,000.     Interest  on  the  unfunded  debt  amounted  to 
about  $677,000.     After  all   deductions  had   been   made  the  net 
income  available  for  dividends  and  surplus  amounted  to  $4,251,- 
258.08,   amounting  to  just  over   10  per  cent,   of  the  operating 
revenue.     Dividends  were  declared  amounting  to  $4,080,572.49, 
representing    an    average    dividend    declared    of    3.98    per    cent. 
The  highest  dividend  was  paid  by  the  East  Middlesex,  and  was 
10  per  cent.     This  company  is  operated  by  the  Bay  State.     The 
next  highest  dividend  was  8  per  cent.,  paid  by  the  West  End 
on  its  preferred  stock.     The  Union  Street  Railway  also  paid  8 
per  cent.     The  Boston  Elevated  paid  5  per  cent.     Twenty-three 
out  of  the  53  companies  paid  no  dividends.     The  net  surplus 
for  the  year  in  the  entire  State  amounted  to  $170,685.59.     Six- 
teen companies  showed  a  deficit  for  the  year.     Other  aspects  of 
the  financial  situation  with  regard  to  the  street  railways  will  be 
taken  up  in  connection  with  the  following  tables. 

Table  XII.  shows  the  gross  liabilities,  capital  stock,  funded 
and  unfunded  debts  for  a  series  of  years  from  1890  to  1916. 

Table  XIII.  shows  the  gross  earnings,  operating  expenses, 
operating  ratio,  net  earnings,  dividends,  and  the  ratio  of  divi- 
dends to  capital  stock,  for  the  same  period  of  years  as  that 
shown  in  Table  XII.,  that  is,  1890  to  1916.  The  comparison 
of  items  in  these  two  tables  may  prove  of  interest.  In  1890 
the  gross  liabilities  amounted  to  $25,500,000,   and  in   1916  to 


nearly  $227,000,000,  an  increase  of  800  per  cent.  During  this 
period  the  gross  earnings  increased  from  about  $8,350,000  to 
$41,500,000,  an  increase  of  400  per  cent.  During  the  same 
period  the  operating  expenses  increased  from  $6,200,000  to 
$29,300,000,  a  percentage  increase  of  about  370.  The  dividends 
in  1890  were  about  $960,000  as  compared  with  $4,080,000  in 
1916,  an  increase  of  325  per  cent. 

The  capital  stock  increased  between  1890  and  1916  from 
$14,900,000  to  $102,500,000.  The  funded  debt  increased  from 
$6,000,000  to  $91,800,000.  The  increase  in  unfunded  debt  for 
the  same  period  was  from  $4,700,000  to  $25,500,000.  The  oper- 
ating ratio,  which  is  the  ratio  of  operating  expenses  to  gross 
earnings,  was  *74.80  per  cent,  in  1890.  In  1900  it  was  65.80 
per  cent.,  which  is  about  as  low  as  it  went  during  this  period 
of  years.  In  1916  this  ratio  had  increased  to  70.75  per  cent. 
In  1890  the  ratio  of  dividends  to  capital  stock  was  6.47  per 
cent.;  in  1900  this  was  4.92  per  cent.;  in  1912,  5.52  per  cent.; 
in  1913,  5.17  per  cent.;  in  1914,  5.20  per  cent.;  in  1915,  4.66 
per  cent.;  and  in  1916  it  had  reached  the  low  point  of  3.98  per 
cent. 

Table  XIV.  shows  the  rates  of  dividends  paid  by  Massachu- 
setts street  railways  for  a  period  of  years  from  1907  to  1916. 
This  table  shows  the  information  for  those  companies  which 
were  in  existence  in  1916.  With  a  few  exceptions  the  rate  of 
dividends  has  dropped  materially  since  1911  or  1912.  This  of 
course  does  not  show  in  the  case  of  most  leased  lines  where  the 
stock  may  have  been  guaranteed  by  the  lessor.  Certain  excep- 
tions, such  as  the  Union  Street  Railway,  may  also  be  noted. 
The  Union  Street  Railway  has  maintained  its  8  per  cent,  divi- 
dend throughout.  The  Springfield  has  dropped  from  8  per  cent, 
in  1907  to  7  per  cent.,  in  1911,  and  to  6^  per  cent,  in  1916. 
The  Worcester  Consolidated  was  5§  per  cent,  in  1907,  6|  per 
cent,  in  1911,  1912  and  1914,  and  5  per  cent,  in  1916.  The 
Bay  State  in  1912  paid  5  per  cent,  on  the  common  and  6  per 
cent,  on  the  preferred;  in  1915,  2§  per  cent,  on  the  common 
and  6  per  cent,  on  the  preferred;  in  1^16,  \  per  cent,  on  the 
common  and  6  per  cent,  on  the  preferred;  and  in  1917  went 
into  the  hands  of  the  receivers. 

Table  XV.  has  been  compiled  from  the  records  of  the  Tax 
Commissioner,  and  shows  the  market  value  of  the  capital  stock 
of  Massachusetts  street  railways  as  of  April  1  for  the  years 
1908  to  1917.  In  assessing  the  corporate  franchise  tax,  the  Tax 
Commissioner  is  required  to  determine  the  total  market  value 


5¥  ; 


( ' 


J 


1 1 


t  Hill 


4i 


128  REPORT  ON  STREET  RAILWAYS.  [Feb. 

of  the  capital  stock  of  the  street  railways  as  of  April  1  of  each 
year.     These  figures  represent  the  values  assigned   by  the  Tax 
Commissioner.     Although   in    many   cases   these   stocks   are   in- 
active   the  values  have  been  used  as  shown.     A  study  of  this 
table  shows  that  the  drop  in  the  market  value  has  been  marked 
durmg  this  period,  particularly  since  1911   or  1912.     Of  course 
the  market  value  of  stocks  for  roads  which  have  their  dividends 
guaranteed  by  lessor  companies  has  been  changed,  but  to  no  such 
extent  as  the  stocks  of  operating  companies.     The  Boston  Ele- 
vated stock  was  135  in  1908,  in  1912  was  133,  and  on  April  1 
1917,  was  75.     In  the  latter  part  of  December,  1917,  this  stock 
had   reached    the   low   point   of   27.     The   West   End   preferred 
stock    which  was  on  the  basis  of  $50  par  value,  was  104  in  1908, 
102.50  m  1912,  72  on  April  1,   1917,  and  in  the  latter  part  of 
December     1917    was   below   50.     The   Worcester   Consolidated 
stock  has  fallen  from  125  in  1913  to  85  on  April  1,  1917      The 
Lmon  Street  Railway,  which  has  been  paying  an  8  per  cent 
dividend,   was   192  in   1912  and  had  decreased  to   155  in   1917 
The  Springfield  Street  Railway  stock  in  1908  was  200,  and  in 
1912  and  1913  was  185  and  in  1917  was  100.     Under  the  war 
conditions,  of  course,  the  greatly  decreased  market  value  of  the 
capital  stock  of  some  of  these  companies  does  not  truly  repre- 
sent the  real  value  of  the  stock. 

Table   XVI.   shows   certain   information   for   the   Boston   Ele- 
vated Railway  from  1897  to  1916.     The  permanent  investment, 
the  population  served  in  its  territory,  and  the  revenue  passen- 
gers carried  are  shown;    also  the  percentage  increases  from  1897 
are  shown  for  each  of  these  items.     The  permanent  investment 
m  1897  was  about  $25,000,000;    in  1916  it  was  $116,000,000    or 
an   increase   of  359   per   cent.     The   population   served   had' an 
increase  from  830,000  to  1,200,000,  or  an  increase  of  50  per  cent 
Ihe  revenue  passengers  carried  had  increased  from  1897  to  1916 
from  172,000,000  to  363,000,000,  an  increase  of  111  per  cent 

nnrTll^n^^'"'^""''*  investment  in   1916,  which  was  about  $116,- 
000,000  was  composed  as  follows:  — 

Elevated  lines,       .  «^„  ^ 

r.„_K   A         I $23,900,000 

Cambridge  subway,      .......  7000000 

Equipment,  etc., '       '       '  ^JJJ^ 

Investment  in  the  West  End  Street  Railway,         .       '       "  4o'Z'Z 

Investment  in  other  leased  lines,        .        .                       *       '  lOOo'Z 

Investment  made  by  the  city  of  Boston  in  the  subways  '      ' 

^'^^"^^^^^ 24,000,000 


1918.] 


SENATE  —  No.  300. 


129 


Table  XV 11.  shows  the  total  taxes  paid  by  the  street  rail- 
ways in  1916.  This  information  shows  the  excise,  corporate 
franchise,  property  and  miscellaneous  taxes  for  that  year.  The 
total  taxes  assignable  to  railway  operation  paid  by  the  street 
railways  in  1916  amounted  to  $2,239,800.77.  Further  informa- 
tion as  to  the  distribution  of  these  taxes  is  shown  in  following 

tables. 

Table  XVIII.  shows  the  excise  tax  for  1916  as  distributed 
among  the  various  cities  and  towns.  This  tax  totaled,  for  1916, 
$491,845.52. 

Table  XIX.  shows  the  distribution  of  the  corporate  franchise 
taxes  collected  from  the  street  railways  in  1916  among  the  vari- 
ous cities  and  towns.    This  tax  was  about  $730,700  for  1916. 

Table  XX.  gives  the  assessed  valuation  and  the  tax  paid  on 
property  by  the  street  railways  in  1916.  The  total  assessed 
valuation  is  about  $45,800,000,  and  the  tax  paid  on  such  prop- 
erty is  about  $890,000.  It  will  be  noted  that  the  Boston  Elevated 
has  an  assessed  valuation  of  property  of  nearly  $25,000,000;  the 
Bay  State  has  $8,300,000;  the  Worcester  Consolidated  has  $3,- 
000,000;    the  Springfield,  $1,800,000;    and  the  Holyoke  a  little 

over  $1,000,000. 

Table  XXI.  shows  the  corporate  franchise  taxes  paid  by  the 
street  railways  for  the  years  1903  to  1917,  inclusive.  This  table 
shows  the  par  value  of  the  capital  stock,  the  market  value  of 
the  capital  stock,  the  corporate  excess,  the  rate  per  thousand 
at  which  the  taxes  are  assessed,  and  the  amount  of  the  corpo- 
rate franchise  tax  assessed.  As  mentioned  elsewhere,  the  corpo- 
rate franchise  tax  is  assessed  on  the  so-called  corporate  excess, 
which  is  obtained  by  deducting  from  the  total  market  value  of 
the  capital  stock,  as  determined  by  the  Tax  Commissioner,  the 
valuation  on  property  assessed  locally,  the  result  being  the  cor- 
porate excess  on  which  the  franchise  tax  is  based  at  the  same 
rate  as  that  applying  to  all  corporations.  In  1903  the  par  value 
of  the  capital  stock  was  $68,000,000,  the  corporate  excess  being 
$58,000,000.  In  1916  the  par  value  was  $102,000,000;  the  cor- 
porate excess  being  $38,000,000.  Probably  the  value  of  property 
as  assessed  locally  has  had  a  normal  increase  during  these  years, 
but  a  decrease  in  the  market  value  of  capital  stock  has  been 
reflected  in  the  decreased  corporate  excess  on  which  the  corpo- 
rate franchise  tax  is  based.  In  1913  the  corporate  excess  was 
$60,000,000,  and  in  1917,  $29,000,000.  The  corporate  franchise 
tax  assessed  has  not,  however,  been  quite  cut  in  half  between 
1903   and    1917,   because   the   rate   per   thousand   has   increased 


■:''-  h 


I  : 


iSjkl£^.it^ikti 


:n 


I' 


130 


REPORT  OX  STREET  RAILWAYS. 


[Feb. 


from  S16.76  in  1903  to  $19.47  in  1917.  The  corporate  franchise 
tax  assessed  on  the  street  railways  in  1903  was  about  $984,000. 
In  1911  it  reached  the  maximum  of  $1,200,000,  but  in  1917 
decreased  to  $571,000. 

Table  XXII,  has  been  made  up  to  show  the  increase  in  wages 
to  conductors  and  motormen.     This  table  shows  the  basic  hourly 
wages  paid  by  the  different  street  railways  in   1897,   1907  and 
1917.     The  basic  wage  has  been  used  because  it  has  been  too 
complicated  a  matter  to  attempt  to  figure  the  average  hourly 
wage  actually  paid  at  any  time.     The  trend  of  increased  wages 
is  shown  just  as  clearly  by  showing  this  basic  wage.     This  table 
shows  the  minimum  and  the  maximum  for  1897,  1907  and  1917. 
Percentage  increases  are  shown  for  the  maximum  wages  of  1907 
over  1897,   1917  over  1907,  and   1917  over  1897.     In   1897  the 
average  of  the  maximum  shown  was  about  .20,  and  the  average 
minimum  was  .I7f.     In  1907  the  maximum  was  about  .25,  and 
the  minimum  about  .20.     In  1917  the  maximum  was  about  .32, 
and  the  minimum  was  about  .26.     The  percentage  increase  of 
maximum  hourly  wages  for  1907  over  1897  is  about  25  per  cent. 
The  percentage  increase  of  1917  over  1907  varies  from  30  to  50 
per   cent.     The   percentage   increase   of    1917   over    1897    varies 
from  65  to  100  per  cent.     As  an  average  it  would  be  safe  to  say 
that  the  wages  increased  in  the  ten-year  period  from   1897  to 
1907  by  about  25  per  cent.,    in  the  ten-year  period  from   1907 
to  1917,  by  about  40  per  cent.;    and  in  the  twentv-vear  period 
from  1897  to  1917  by  about  70  per  cent. 

Table  XXIII.  shows  the  increased  cost  of  cars,  coal  and  rail 
for  the  years  1897,  1907  and  1917  for  the  various  street  railwavs 
in  Massachusetts.  The  figures  for  new  closed  cars  are  not  com- 
plete, since  a  considerable  number  of  the  roads  had  not  been 
in  the  market  for  the  cars  at  the  particular  period  specified. 
(Seating  capacities  have  also  been  shown  in  connection  with  the 
cost  of  the  cars.)  Taking  into  consideration  the  increase  in 
seating  capacity  of  the  cars,  it  would  be  safe  to  say  that  the 
increase  in  cost  per  seat  has  been  about  30  per  cent,  in  the  last 
ten  years.  The  cost  of  coal  per  ton  at  the  power  plant  has  in- 
creased from  $3  and  $4  to  prices  ranging  from  .$4  to  $6  for  the 
first  half  of  the  year,  and  $7  and  $8  and  over  during  the  last 
part  of  the  year.  The  cost  of  rail  per  gross  ton  delivered  has 
increased  75  to  100  per  cent,  during  the  last  twenty  years. 

Plates  I.  to  IV.,  inclusive,  which  are  included  in  this  Appendix, 
following  the  tables,  show  graphically  certain  features  concerning 
the  Massachusetts  street  railways. 


1918.] 


SENATE  —  No.  300. 


131 


Plate  I.  shows  the  gross  and  net  earnings,  operating  expenses 
and  dividends  declared,  and  the  percentage  on  capital  stock  paid 
in  dividends  for  the  period  from  1890  to  1916.  Plate  II.  shows 
the  capital  stock,  funded  and  unfunded  debts  and  gross  liabilities 
for  the  same  period  of  years. 

Plate  III.  has  been  prepared  to  show  the  market  value  of 
capital  stock  as  ascertained  by  the  Tax  Commissioner  for  the 
purposes  of  taxation  as  of  April  1  each  year,  for  the  period  from 
1906  to  1917. 

Plate  IV.  gives  information  relative  to  the  volume  of  traffic, 
the  population  of  the  State  and  the  yearly  number  of  rides  per 
inhabitant  for  the  period  from  1890  to  1916. 

These  plates  need  no  further  description,  since  they  illustrate 
in  perhaps  a  more  striking  form  some  of  the  features  noted  in 
connection  with  the  tables,  such  as  the  relation  of  dividends 
declared  to  gross  earnings  and  to  gross  liabilities.  Charts  A  and 
B  on  Plate  III.,  show  very  clearly  how  the  market  values  of 
these  stocks  have  declined  since  1911  or  1912. 


! 


li  I  • 


m 


132 


REPORT  OX  STREET  RAILWAYS. 


[Feb. 


i    si 


Index  to  Tables  and   Charts  showing   Statistics   op   Massachu- 
setts Street  Railways. 


I. 

II. 

III. 

IV. 
V. 

VI. 

VII. 

VIII. 

IX. 

X. 

XI. 

XII. 

XIII. 

XIV. 

XV. 

XVI. 

XVII. 

XVIII. 

XIX. 

XX. 

XXI. 

XXII. 

XXIII. 


Tables. 

List  of  operating  and  non-operating  companies,  April  1,  1917, 
Mileage  operated  by  the  38  operating  companies,  April  1,  1917, 
Mileage  operated  in  the  various  cities  and  towns,  April  1,  1917, 
Towns  having  no  street  railways,  April  1,  1917, 
Towns  in  the  various  counties  having  no  street  railwavs,  April  1 

, /917 ■        .  . 

Mileage,  employees  and  equipment,  1890-1916, 

Volume  of  traffic,  1890-1916, " 

Cost  and  capital  investment  per  mile  of  main  track,  1890-1916, 
Cost  and  capitalization  per  mile  of  main  track  for  each  company 

for  the  year  ending  June  .30,  1916 

Capitalization  per  mile  of  track,  street  and  electric  railways  in 

the  United  States,  1902,  1907,  1912 

Income   statement   for   Massachusetts   street   railways   for   the 

year  ending  June  30,  1916, 

Gross  liabilities,  capital  stock,  funded  and  unfunded  debt,  1890- 

1916 

Earnmgs,  operating  expenses  and  dividends,  1890-1916, 
Dividends  paid  by  various  companies,  1907-16, 
Market  value  of  capital  stock  as  ascertained  by  the  Tax  Com- 
missioner on  April  1,  1908-17, 

Permanent  investment,  population  served  and  passengers  carried, 

Boston  Elevated  Railway,  1897-1916 

Detailed  statement  of  taxes  paid  by  street  railways  in  1916, 
Excise  tax  paid  to  the  various  cities  and  towns  in  1916, 
Corporate  franchise  tax  paid  by  street  railways,  distributed  by 

cities  and  towns  for  the  year  ending  Nov.  30,  1916, 
Assessed  valuation  and  tax  paid  on  street  railway  property,  1916, 
Corporate  franchise  tax  paid  by  street  railways,  1903-17,  ' 
Basic  hourly  wages  paid  conductors  and  motomien,  1897.  1907 
1917 • 

Cost  of  cars,  coal  and  rails,  1897,  1907,  1917, 

Charts. 


PAGE 

133 
134 
135 
141 

143 
144 
145 
146 

147 

149 

150 

156 
157 
158 

161 

165 
166 
169 

173 
175 
177 

178 
ISO 


POLLOWINQ    PAGE 

I.    Gross  and  net  earnings,  operating  expenses  and  dividends  de- 
clared, 1890-1916, 231 

II.    Capital  stock,  funded  and  unfunded  debt  and  gross  liabilitie** 

1890-1916, ;•  181 

III.  Market  value  of  capital  stock  as  ascertained  by  the  Tax  Com- 

missioner, April  1,  1906-17, jgi 

IV.  Volume  of  traffic,  1890-1916,  .....  isi 


1918.] 


SENATE  —  No.  300. 


133 


Table  I.  —  Operating  Companies 

Bay  State. » 

Berkshire. 

Blue  Hill. 

Boston  Elevated. 

Boston  &  Worcester. 

Bristol  &  Norfolk. 

Brockton  &  Plymouth. 

Concord,  Maynard  &  Hudson. 

Connecticut  Valley. 

Conway  Electric. 

East  Taunton. 

Fitchburg  &  Leominster. 

Holyoke. 

Interstate  Consolidated. 

Linwood. 

Lowell  &  Fitchburg. 

Massachusetts  Northeastern. 

Middlesex  &  Boston. 

Milford,  Attleboro  &  Woonsocket. 

Milford  &  Uxbridge. 


in  Massachusetts  April  1,  1917. 

Nahant  &  Lynn.  ^ 

New  Bedford  &  Onset. 

Norfolk  &  Bristol. 

Northampton. 

Northern  Massachusetts. 

Norton  &  Taunton  (receiver) .  ^ 

Norwood,  Canton  &  Sharon.* 

Oak  Bluffs. 

Plymouth  &  Sandwich. 

Point  Shirley. 

Providence  &  Fall  River.* 

Shelburne  Falls  &  Colrain. 

Springfield. 

Taunton    &    Pawtucket    (Bristol 

County  Property,  receivers).* 
Union. 

Ware  &  Brookfield.  ^ 
Worcester  Consolidated. 
Worcester  &  Warren. 


Non-operaiing  Companies  in  Massachusetts  —  April  7,  1917. 

Boston  &  Chelsea,  operated  by  Bay  State. 

Boston  &  Revere  Electric,  operated  by  Bay  State. 

East  Middlesex,  operated  by  Bay  State. 

Martha's  Vineyard,  operated  by  Oak  Bluffs. 

Med  way  &  Dedham,  operated  by  Milford  &  Uxbridge. 

Mount  Tom,  operated  by  Holyoke. 

Newtonville  &  Watertown,  operated  by  Boston  Elevated  and  Middlesex 
&  Boston. 

North  End,  operated  by  Worcester  Consolidated. 

Somerville,  operated  by  Boston  Elevated. 

Webster  &  Dudley,  operated  by  Worcester  Consolidated. 

West  End,  operated  by  Boston  Elevated. 

Winnisimmet,  operated  by  Bay  State. 

Worcester  &  Shrewsbury  Railroad,  operated  by  Worcester  Consolidated. 

Worcester  &  Shrewsbury"  Street  Railway,  operated  by  Worcester  Con- 
solidated. 

Worcester  &  Webster,  operated  by  Worcester  Consolidated. 

Operating  companies,  38;  non-operating  companies,  15;  total  number 
of  companies,  53. 

*  Receivership  formed  December,  1917. 

*  Some  talk  of  ceasing  operations. 

»  Operated  since  April  21,  1917,  as  Norwood,  Taunton  &  Attleboro,  a  company  formed  by  the 
bondholders. 

*  This  company  operating  in  October,  1917,  but  is  offered  for  sale. 

*  On  Sept.  12,  1917,  this  company  ceased  operating,  and  was  sold  at  auction.    A  new  company 
was  organized  and  line  is  now  operated  as  the  Swansea  &  Seekonk. 

6  Sold  to  Swift-McNutt  Company  Nov.  28,  1917. 


I 


11.  r 


1 1 


t:, 


134 


Table  I[. 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Mileage  operated  in  Massachusetts  by  the  Thirty-eighi  Operat- 
ing Companies  as  of  April  1,  1917. 

[Mileage  computed  as  single  track.) 


Street  Railway. 


Bay  State, » 

Berkshire,    . 

BlueHiU,    . 

Boston  Elevated, 

Boeton  &  Worcester, 

Bristol  &.  Norfolk, 

Brockton  &  Plymouth, 

Concord,  Maynard  &  Hudson, 

Connecticut  Valley,    . 

Conway  Electric, 

East  Taunton,     . 

Fitchburg  &  Leominster,    . 

Holyoke,      .... 

Interstate  Consolidated, 

Linwood,     .... 

Lowell  &  Fitchburg,   . 

Massachusetts  Northeastern, 

Middlesex  &  Boston,  . 

Milford,  Attleboro  and  Woonsocket, 

Milford  &  Uxbridge,   . 

Nahant  &  Lynn, 

New  Bedford  &  Onset, 

Norfolk  &  Bristol, 

Northampton,     . 

Northern  Massachusetts,    . 

Norton  &  Taunton  (receiver),' 

Norwood,  Canton  &.  Sharon,* 

Oak  Bluffs, 

Plymouth  &  Sandwich, 

Point  Shirley, 


Track 
operated 
(exclusive 

of 
Trackage 
Rights). 


Trackage 
Rights. 


Total 

Mileage 

operated. 


904.926 

132.121 

19.726 

613.025 

82.542 

6.318 

23.620 

18.588 

47.201 

6.500 

10.700 

41.273 

72.672 

26.030 

.806 

18.186 

82.905 

129.591 

29.200 

56.425 

6.471 

44.016 

21.700 

27.508 

47.650 

18.227 

6.282 

5.795 

6.360 

1.200 


18.872 

.264 
3.708 
.592 
.378 
.650 
.350 


.724 


1.483 

.731 

.260 
.252 


.293 


Total  Mile- 
age operated 

June  30, 
1916.  Public 

Service 
Commission 

Report. 


923.798 

924.000 

132.121 

132.500 

19.990 

19.990 

516.733 

517.488 

83.134 

83.130 

6.696 

6.696 

24.270 

24.740 

18.938 

18.945 

47.201 

47.201 

6.500 

6.500 

11.424 

11.424 

41.273 

41.270 

72.672 

72.309 

26.030 

26.030 

2.289 

2.280 

18.186 

18.000 

83.636 

82.440 

129.591 

130.323 

29.460 

29.730 

66.677 

56.677 

6.471 

6.790 

44.016 

44.050 

21.993 

21.993 

27.508 

27.490 

47.650 

47.840 

18.227 

19.492 

6.282 

6.282 

6.796 

6.795 

6.360 

6.360 

1.200 

1.200 

1  Receivership  formed  December,  1917. 

*  Operated  since  April  21,  1917,  as  Norton,  Taunton  &  Attleboro. 

»  Operating  in  October,  1917,  but  offered  for  sale. 


1918.] 


SENATE  —  No.  300. 


135 


Table  II.  —  Mileage  operated  in  Massachusetts  by  the  Thirty-eight  Operat- 
ing Companies  as  of  April  1,1917  —  Concluded. 


Street  Railway. 


Track 
oj)erated 
(exclusive 

of 

Trackage 

Rights). 


Trackage 
Rights. 


Total 

Mileage 

operated. 


Total  Mile- 
age operated 
June  30, 
1916,  PubUc 

Service 

Commission 

Report. 


Providence  &  Fall  River ,i 
Shelburne  Falls  &  Colrain, 
Springfield, 


Taunton   &   Pawtucket    (Bristol   County 

Property,  receiver).* 
Union,  .....•• 


Ware  &  Brookfield,     . 
Worcester  Consolidated, 
Worcester  &  Warren,  . 


10.711 
7.430 

187.090 
18.278 
55.428 
11.684 

286.960 
20.067 


.380 


8.632 


13.480^ 


10.711 
7.430 

187.470 
18.278 
64.060 
11.684 

300.440 
20.067 


3,005.112 


51.049 


3,056.161 


10.711 

7.430 

186.660 

9.503 

63.690 

12.120 

299.690 

20.098 


3,058.867 


1  Sold  at  auction  Sept.  12,  1917.    Now  operated  as  Swansea  &  Seekonk. 
*  Sold  at  auction  to  Swift-McNutt  Company,  Nov.  28,  1917. 

Table  III.  —  Mileage  operated  in  the  Various  Cities  and  Towns  in  Massa- 
chusetts by  the  Thirty-eight  Operating  Companies  as  of  April  1,  1917. 

[Mileage  computed  as  single  track.] 


• 

Tracks 
oi)erated 
(exclusive 

of 
Trackage 

Rights). 

Trackage 
Rights. 

Tracks 
operated 
(exclusive 

of 
Trackage 

Rights). 

Trackage 
Rights. 

Bay  State. 

904.926 

18.872 

Danvers, 

13.249 

- 

Abington,     . 

9.590 

- 

Dedham, 

7.135 

- 

Andover, 

8.966 

- 

Dighton, 

8.096 

- 

Arlington,     . 

1.585 

- 

Dracut, 

12  305 

- 

.^von,    . 

3.758 

- 

East  Bridgewater, 

6.168 

- 

Beverly, 

15.741 

.079 

Easton, 

7.288 

- 

Billerica, 

14.940 

- 

Essex,   .... 

4  730 

- 

Boston, 

11.364 

2.988 

Everett, 

1.778 

3  278 

Braintree,      . 

10.696 

- 

Fall  River,    . 

38.980 

- 

Bridgewater, 

11.850 

- 

Freetown,     . 

3.787 

- 

Brockton,      . 

42.269 

.019 

Georgetown, 

4.437 

- 

Burlington,  . 

3  911 

- 

Gloucester, 

20.195 

- 

Chelmsford, 

•                 • 

7.691 

- 

Groveland, 

4.609 

- 

Chelsea, 

• 

11.543 

.245 

Hamilton,     . 

5.054 

J 

I  \ 


I  M 


"    w 


,»■- 


i^ 

^ 


ii 


.1' 


,■1 


fli^ 


136 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Table  III.  —  Mileage  operated  in  the  Various  Cities  and  Toinis  in  Massa- 
chusetts by  the  Thirty-eight  Operating  Companies  as  of  April  1,  1917  — 
Continued. 


Tracks 
operated 

(exclusive 
of 

Trackage 
Rights). 

Trackage 
Rights. 

Tracks 
operated 

(exclusive 
of 

Trackage 
Rights). 

Trackage 
Rights. 

Hanover, 

3  632 

- 

Revere, 

20.611 

_ 

Haverhill,     . 

26.233 

.926 

Rockland, 

8.517 

- 

Hingham,     . 

16.010 

- 

Rockport, 

6  005 

- 

Holbrook,     . 

3.874 

- 

Rowley, 

3.232 

- 

Hull 

5.070 

- 

Salem,  . 

24.996 

- 

Ipswich, 

6.567 

- 

Saugus, 

14.677 

- 

Lakeville,     . 

10.541 

- 

Seekonk, 

2.873 

- 

Lawrence,     , 

20.935 

- 

Somerset, 

8.761 

- 

Lowell, 

48.181 

- 

Stoneham,    . 

8.166 

- 

Lynn,    .... 

46.525 

1.151 

Stoughton,    . 

2.914 

- 

Lynnfield,     .         . 

2.956 

- 

Swtimpscott, 

6.814 

- 

Maiden, 

7.835 

2.117 

Taunton, 

28.476 

.030 

Marblehead, 

4.805 

- 

Tewksbury, 

7.979 

- 

Medford, 

1.444 

- 

Tynsborough, 

5  559 

- 

Melrose, 

10.440 

- 

Wakefield,     . 

15.966 

- 

Methuen, 

11.934 

- 

Walpole, 

.437 

- 

Middleborough,    . 

7.345 

- 

Wenham, 

2  960 

- 

Middleton,    . 

4.861 

- 

West  Bridgewater 

4.962 

- 

Milton, 

9.510 

- 

West  Newbury, 

5.277 

- 

Needham,     . 

2.577 

- 

Westwood,     . 

1.492 

- 

New  Bedford, 

4.919 

7  480 

Weymouth,  . 

21.562 

- 

Newbury,     . 

9.089 

- 

Whitman, 

8.710 

- 

Newburyport, 

2.015 

.308 

Wilmington, 

11.858 

- 

North  Andover, 

16.538 

- 

Winchester,  . 

6  880 

- 

North  Reading,    . 

5.245 

- 

Woburn, 

12  583 

- 

Norwell, 

1.801 

- 

Norwood, 

4  015 

- 

Berkshire. 

132.121 

- 

Peabody,       .         . 

12.470 

- 

Adams, 

8.616 

- 

Quincy, 

28.485 

.251 

Becket, 

6.483 

- 

Randolph,    . 

7.599 

- 

Cheshire, 

9.234 

- 

Raynham,    . 

8.861 

- 

Clarksburg,  . 

0.954 

- 

Reading, 

13.274 

- 

Dalton, 

3  933 

- 

Rehoboth,    . 

!-■ 

6.360 

Egremont,    . 

1.001 

1 

191S.] 


SENATE  —  No.  300. 


137 


Table  III.  —  Mileage  operated  in  the  Various  Cities  and  Towns  in  Massa- 
chusetts by  the  Thirty-eight  Operating  Companies  as  of  April  i,  1917  — 
Continued. 


Tracks 
operated 
(exclusive 

of 
Trackage 

Rights). 

Trackage 
Rights. 

Tracks 
operated 

(exclusive 
of 

Trackage 
Rights). 

Trackage 
Rights. 

Great  Barrington, 

11.289 

- 

Framingham, 

17.465 

- 

Hinsdale, 

1.242 

- 

Hudson, 

1.649 

.084 

Lanesborough, 

7.097 

- 

Marlborough, 

5  772 

- 

x^oCf          »             •             • 

11.455 

- 

Natick, 

8.504 

- 

Lenox,  . 

7.735 

- 

Newton, 

6.176 

.068 

North  Adams, 

12.083 

- 

North  borough, 

1.722 

- 

Otis, 

2.654 

- 

Shrewsbury, 

8.640 

.440 

Pittsfield,      . 

29.004 

- 

Southborough, 

10.342 

- 

Sheffield,       . 

8.957 

- 

Wellesley,      . 

10.709 

- 

Stockbridge, 

5.849 

- 

Westborough, 

11.267 

- 

W'illiamstown, 

4.535 

•- 

Bristol  <fc  Norfolk. 

6.318 

.378 

Blue  Hill. 

19.726 

.264 

Randolph,     . 

2.057 

.378 

Boston,         .        .        . 

.445 

- 

Stoughton,    . 

4.261 

- 

Canton, 
Milton, 
Stoughton,    .• 

8.799 
7.442 
3.040 

.264 

Brockton  cfe  Plymouth. 
Hanson, 
Kingston,     . 

23.620 
6.899 
6.699 

.650 
.135 

Boston  Elevated. 

513.025 

3.708 

Pembroke,    . 

3.787 

.302 

Arlington,     . 

10.744 

- 

Plymouth,    . 

5.717 

.213 

Belmont, 

8.305 

- 

Whitman, 

.518 

- 

Boston, 
Brookline, 

314.160 
19.372 

— 

Concord,    Maynard     & 
Hudson. 

18.588 

.350 

Cambridge, 

56.526 

- 

Acton,  ..... 

3  076 

- 

Chelsea, 

3.140 

.345 

Concord, 

4.746 

- 

Everett, 

13  304 

- 

Hudson, 

2.080 

.350 

Maiden, 

15.901 

3  363 

Maynard, 

3.840 

- 

Medford, 

21.862 

- 

Stow,    .... 

4.846 

- 

Newton, 
Somerville, 
Stoneham, 
Watertown, 

1.683 

35.323 

.673 

12.034 

- 

Connecticut  Valley. 
Amherst, 
Deerfield, 
Greenfield,    . 

47.201 
1.180 
8.445 
6.550 

- 

Boston  dt  Worcester. 

82.542 

.592 

Hadley, 

5.008 

- 

Brookline,     . 

.296 

- 

Hatfield, 

6.536 

- 

I 


jl    i^ 


I   i 


■■'!' 


138 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Table  III.  —  Mileage  operated  in  the  Variotis  Cities  and  Towns  in  Massa- 
chusetts by  the  Thirty-eight  Operating  Companies  as  of  April  1,1917  — 
Continued. 


Tracks 

Tracks 

operated 
(exclusive 

of 
Trackage 

Rights). 

5    Trackage 
Rights. 

operated 
(exclusive 

Trackage 
Rights). 

!    Trackage 
Rights. 

Montague,     . 

11.139 

- 

Linwood. 

.806 

1.483 

Northampton, 

4.986 

- 

Northbridge, 

.806 

1.4S3 

Whately,       . 

3  357 

. 

Lowell  <fc  Fitchburg. 

18.186 

- 

Conway  Electric. 

6.500 

- 

Ayer,    .        .        .        . 

3.928 

_ 

Conway, 

6.280 

- 

Chelms/ord, 

3.151 

^ 

Deer  field,      . 

.220 

- 

Groton, 

1.694 

— 

East  Taunton. 

10.700 

.724 

Westford,      . 

9.413 

- 

Lakeville,      . 

1.604 

- 

Massachusetts        North- 

82.905 

.731 

Middleborough,    . 

2.246 

.369 

eastern. 
Amesbury,    . 

14  891 

Taunton, 

6.850 

.355 

Dracut, 

3  318 

- 

Fitchburg  db  Leominster. 

41.273 

Haverhill,     . 

15.890 

.506 

Ayer 

1.669 

_ 

Lawrence,     . 

2.584 

- 

Fitchburg,    . 

18.866 

Merrimac,     . 

3  164 

- 

Harvard, 

.106 

Methuen, 

11.062 

.225 

Leominster, 

10.145 

_ 

Newbury,     . 

5  954 

- 

Lunenburg,  . 

7  256 

Newburyport, 

10.531 

- 

Shirley, 

3.228 

- 

Salisbury,     . 

15.511 

- 

Holyoke. 

72.572 

Middlesex  &  Boston. 

129.591 

- 

Amherst, 

12.533 

Arlington, 

.724 

- 

Chicopoe, 

10.220 

_ 

Ashland, 

3  374 

- 

Granby, 

2.494 

Bedford, 

7.755 

- 

Holyoke, 

35.662 

Belmont, 

.373 

- 

Pelham, 

.593 

Billerica, 

2.993 

- 

South  Hadley,      . 

7.104 

. 

Concord, 

2  170 

- 

Sunderland, 

3  966 

- 

Framingham 
Hopkinton,  . 

4  420 
6.735 

— 

Interstate  Consolidated. 

26.030 

- 

Lexington,    . 

12.693 

_ 

Attleboro, 

15  900 

- 

Natick, 

12.414 

_ 

North  Attleborough,    . 

7.289 

- 

Needham,     . 

5.299 

. 

Plain  ville,     . 

.710 

New^ton, 

32  442 

_ 

Seekonk, 

2.140 

— 

Sherborn, 

.017 

- 

1918.] 


SENATE  —  No.  300. 


139 


Table  III.  —  Mileage  operated  in  the  Various  Cities  and  Toims  in  Massa- 
chmetts  by  the  Thirty-eight  Operating  Companies  as  of  April  1,1917  — 
Continued. 


• 

Tracks 
operated 

Tracks 
operated 

(exclusive 

Trackage 

(exclusive 

Trackage 

of 

Rights. 

of 

Rights. 

Trackage 

Trackage 

Rights). 

Rights). 

Waltham, 

17.830 

- 

Walpole, 

.371 

- 

Watertown,  . 

3  111 

- 

Westwood,     . 

4.377 

- 

Way  land, 

4  852 

.. 

Nahant  &  Lynn. 

6.471 

- 

Wellesley,      . 

7.253 

- 

Lynn,    .... 

.071 

— 

West  borough. 

2.012 

- 

Nahant, 

6.400 

— 

Wobiirn, 

3.124 

— 

New  Bedford  &  Onset. 

44  016 

— 

Mil  ford,  Attleborough  & 

29.200 

.260 

Woonsocket. 

Bourne, 

4.107 

— 

Blackstone,  . 

.050 

- 

Marion, 

6.036 

— 

Bellinghara, 

11.650 

- 

Mattapoisett, 

5.280 

— 

Franklin, 

5.910 

- 

Middleborough,    . 

9.957 

- 

Hopedale,     . 

1.610 

- 

Rochester,    . 

1.279 

— 

Mendon, 

1.160 

— 

W^areham,     . 

17.357 

- 

Milford, 

.780 

.260 

Plainville,     . 

1.640 

- 

Norfolk  &  Bristol. 

21.700 

.293 

Wrentham,    . 

6.400 

- 

Foxborough, 

7.750 

- 

Mansfield,     . 

.820 

— 

Milford  &  Uxbridge. 

56.425 

.252 

Norwood, 

1.919 

.293 

Ashland, 

1.787 

- 

Walpole, 

8.894 

- 

Bellingham, 

.758 

- 

Wrentham,    . 

2  317 

- 

Dedham, 

1.950 

— 

Dover, 

.714 

- 

Northampton. 

27.508 

- 

Framingham, 

1.235 

.025 

Easthampton, 

8.040 

- 

Franklin, 

3  966 

- 

Northampton, 

16.772 

- 

Holliston, 

6.540 

- 

Williamsburg, 

2.696 

- 

Hopedale,     . 

2.265 

- 

Hopkinton,  . 

2.846 

- 

Northern  Massachusetts. 

47.650 

- 

Medfield,       . 

3  309 

- 

Athol, 

5.420 

- 

Medway, 

5.574 

- 

Fitchburg,    . 

2.046 

- 

Mendon, 

4.086 

- 

Gardner, 

6.525 

- 

Milford, 

9.360 

- 

Orange, 

3.210 

- 

MiUis 

4.941 

- 

Phillipston,  . 

2.820 

- 

Uxbridge, 

2.346 

.227 

Templeton,  . 

13.757 

— 

1 1 


<  jj 


1  H 


i\ 


1 1 


fli 


140 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Table  III.  —  Mileage  operated  in  the  Variom  Cities  and  Towns  in  Massa- 
chusetts by  the  Thirty-eight  Operating  Companies  as  of  April  1,  1917  — 
Continued. 


Tracks 
operated 

(exclusive 
of 

Trackage 
Rights). 


Trackage 
Rights. 


Westminster, 
Winchendon, 

Norton  A  Taunton  (Re- 
ceiver). 
Attleboro,     . 

Mansfield,     . 

Norton, 

Taunton, 


Norwood,     Canton     <fc 

Sharon. 
Norwood, 

Sharon, 


Oak  Bluffa. 
Oak  Bluffs,  . 
Tisbury, 

Plymouth  A  Sandwich. 
Plymouth,    . 

Point  Shirley. 
Winthrop,     . 

Providence  dk  Fall  River 
Rehoboth,    . 
Seekonk, 
Swansea, 

Shelburne  Falls  &  Col- 
rain. 
Buckland,     . 

Colrain, 

Shelburne,    . 

Springfield. 
Agawam, 
Brimfield,     . 
Chicopee, 


8.502 
5.370 

18.227 
2.088 
2.555 
9.007 
4.577 

6.282 
2.500 
3  782 

5.795 
4.695 
l.IOO 

6.360 
6.360 

1.200 
1.200 

10.711 

.436 

3.589 

6.686 

7.430 

.420 

4.740 

2.270 

187.090 
10.970 
10.150 
10.530 


.380 


.380 


East  Longmeadow, 

Huntington, 

Longmeadow, 

Ludlow, 

Monson, 

Palmer, 

Russell, 

Springfield, 

Ware,    . 

Westfield, 

West  Springfield, 

Wilbraham,  . 


Taunton  <fc  Pawtucket 
(Bristol  County  Prop- 
erty, Receiver). 

Attleboro,     . 


Rehoboth,    . 

Seekonk, 

Taunton, 

Union. 
Dartmouth, 
Fair  Haven, 
Fall  River,    . 
New  Bedford, 
Westport, 

Ware  A  Brookfield. 
Harwich, 
New  Braintree,    . 
Ware,    . 
West  Brookfield,  . 

Worcester  Consolidated 
Auburn, 


Tracks 

operated 

(exclusive 

of 

Trackage 

Rights). 


Trackage 
Rights. 


2.280 
1.180 
6.130 
.850 
8.190 

16.800 
6.800 

60.430 
3.610 

19.980 

23.470 
5.720 

18.278 

6.866 
3  512 
.975 
6.925 

55.428 

11.772 

7.043 

27.248 
9.365 

11.684 

1.000 

.170 

3  977 

6.537 

286.960 
11.020 


8.632 


8.439 
.193 


13  480 


1918.] 


SENATE  —  No.  300. 


141 


Table  III.  —  Mileage  operated  in  the  Various  Cities  and  Towns  in  Massa- 
chusetts by  the  Thirty-eight  Operating  Companies  as  of  April  1, 1917  — 
Concluded. 


Tracks 
0(>erated 
(exclusive 

of 
Trackage 

Rights). 

Trackage 
Rights. 

Tracks 
operated 

(exclusive 
of 

Trackage 
Rights). 

Trackage 
Rights. 

Berlin 

4.890 

- 

Oxford, 

10.630 

- 

Blackstone, 

2.230 

- 

Shrewsbury, 

6.550 

- 

Boylston, 

7.520 

- 

Sou thbo rough. 

2.520 

- 

Charlton, 

9.570 

- 

Southbridge, 

5.610 

- 

Clinton, 

5.220 

- 

Spencer, 

2.810 

- 

Fitchburg, 

2.770 

2.810 

Sterling, 

6  370 

- 

Grafton, 

10.350 

- 

Sturbridge,  . 

6.670 

- 

Holden, 

5.760 

- 

Sutton, 

1.250 

- 

Hopedale, 

- 

1.990 

Uxbridge, 

6.950 

2.050 

Hudson, 

2.410 

- 

Webster, 

7.020 

- 

T.iincaster, 

•> 

5.990 

- 

Wes  thorough. 

10.250 

- 

Leicester, 

6.750 

- 

West  Boylston,     . 

8.980 

- 

Leominster, 

12.990 

2.070 

Worcester,     . 

94.520 

- 

Marlborough, 

4.530 

- 

Mendon, 

- 

4.020 

Worcester  &  Warreii. 

20.067 

- 

Millbury, 

8.080 

- 

Brookfield,    . 

6.770 

- 

Milford, 

- 

.540 

North  Brookfield, 

2.919 

- 

Millville,       . 

1.720 

- 

Spencer, 

2.363 

- 

Northborough,     . 

7.870 

- 

Warren, 

4.501 

- 

Northbridge, 
f           

7.160 

- 

West  Brookfield,  . 

3.514 

- 

Table  IV.  —  Towns  in  Massachusetts  in  which  no  Street  Railways  were 

operating  on  April  1,  1917. 


Town. 

County. 

1915 
Popula- 
tion. 

Town. 

County. 

1915 

Popula- 
tion. 

Acushnet,     . 
Alford, 
Ashburnham, 
Ashby, 
Ashfield,       . 
Barnstable,  . 
Bar  re,   . 

Belchertown, 

c 

Bristol,    . 

Berkshire, 

Worcester, 

Middlesex, 

Franklin, 

Barnstable, 

Worcester, 

Hampshire, 

2,387 

27P 

2,059 

922 

994 

4,995 

3,476 

2.062 

Berkley, 
Bernardston, 
Blandfo.rd,    . 
Bolton, 
Boxbo rough, 
Boxford, 
Brewster, 
Carlisle, 

Bristol,    . 

Franklin, 

Hampden, 

Worcester, 

Middlesex, 

Essex, 

Barnstable, 

Middlesex, 

985  > 

790 

6231 

768 

326 

7141 

783 

490  J 

1  Decrease  in  papulation  since  1910. 


n 


I  i 


142 


REPORT  OX  STREET  RAILWAYS. 


[Feb. 


'  Decrease  in  population  since  1910. 


Table  I\'. 

Towns  in  Massachusetts  in  which  no  Street  Railways  were 

operating  on  April  1,1917  —  Continued. 

Town. 

County. 

1915 
Popula- 
tion. 

Town. 

County. 

1915 
Popula- 
tion. 

Carver, 

Plymouth, 

1.701 

Lincoln, 

Middlesex, 

1.310 

Charlemont, 

Franklin, 

977 

»    Littleton,      . 

Middlesex, 

1,228 « 

Chatham. 

Barnstable, 

1,667 

Manchester, 

Essex, 

2,945 

Chester, 

Hampden, 

1,344 

»    Marshfield,  . 

Plymouth, 

1,7251 

Chesterfield, 

Hampshire, 

559 

Mashpee, 

Barnstable, 

263' 

Chilmark,     . 

Dukes,    . 

288 

Middlefield, 

Hampshire,     . 

3251 

Cohasaet, 

Norfolk,  . 

2,800 

Monroe, 

Franklin, 

296 

Cummington, 

Hampshire, 

660 

Monterey, 

Berkshire, 

3581 

Dana,   . 

Worcester, 

712  > 

Montgomery, 

Hampden, 

230 

Dennis, 

Barnstable, 

1,8221 

Mt.  Washington,  . 

Berkshire, 

95' 

Douglas, 

Worcester, 

2,179 

Nantucket,  . 

Nantucket, 

3,166 

Dudley, 

Worcester, 

4,373 

New  Ash/ord, 

Berkshire, 

92 

Dunstable,    . 

Middlesex, 

362' 

New  Marlborough, 

Berkshire, 

1,030' 

Duxbury,     . 

Plymouth, 

1.921 

New  Salem, 

Franklin, 

625 

East  ham. 

Barnstable, 

545 

Norfolk, 

Nor/olk,  . 

1,268 

Edgartown,  . 

Dukes,     . 

1.276 

Northfield,   . 

Franklin, 

1,782 

Enfield, 

Hampshire,     . 

8061 

Oakham, 

Worcester, 

527 1 

Erving, 

Franklin, 

1,168 

Orleans, 

Barnstable, 

1,166 

Falmouth,    . 

Barnstable, 

3,917 

Paxton, 

Worcester, 

471 

Florida, 

Berkshire, 

427 

Pepperell,      . 

Middlesex, 

2,839' 

Gay  Head.    . 

Dukes,     . 

175 

Peru,     . 

Berkshire, 

1951 

Gill,      . 

Franklin, 

951 

Petersham,  . 

Worcester, 

7271 

Goshen, 

Hampshire,     . 

289 

Plainfield.     . 

Hampshire,     . 

3751 

Gosnold, 

Dukes,     . 

155 

Plympton,    . 

Plymouth, 

599 

Granville,     . 

Hampden, 

784 

Prescott, 

Hampshire,     . 

299' 

Greenwich,  . 

Hampshire,     . 

4261 

Princeton,     . 

Worcester, 

8001 

Halifax, 

Plymouth, 

638 

Provincetown, 

Barnstable, 

4,295 1 

Hampden,    . 

Hampden, 

670 

Richmond,    . 

Berkshire, 

5641 

Hancock, 

Berkshire, 

514 

Rowe,    . 

Franklin, 

424' 

Harwich, 

Barnstable, 

2,179 

Ro5'alston,    . 

Worcester, 

862 

Hawley, 

FrankJin, 

427 

Rutland, 

Worcester, 

1,895 

Heath, 

Franklin, 

383 

Sandisfield,  . 

Berkshire, 

564' 

Holland,       . 

Hampden, 

159 

Sandwich,     . 

Barnstable, 

1,500' 

Hubbardston, 

Worceeter, 

1,084 

Savoy,  . 

Berkshire, 

524 

leveret  t. 

Franklin, 

779 

Scituate, 

Plymouth, 

2,661 

Leyden,                      ] 

Franklin, 

3441 

Shutesbury, 

Franklin, 

292 

1918.] 


SENATE  —  No.  300. 


143 


Table  IV.  —  Towms  in  Massachusetts  in  which  no  Street  Railways  were 

operating  on  April  1,  1917  —  Concluded. 


Town. 

County. 

1915 
Popula- 
tion. 

Town. 

County. 

1915 

Popula- 
tion. 

Southampton, 

Hampshire,     . 

950 

Weimeet, 

Barnstable, 

936' 

Southwick,   . 

Hampden, 

1,365 

Wendell, 

Franklin, 

388' 

Sudbury, 

Middlesex, 

1,206 

West  Stockbridge, 

Berkshire, 

1,277 

Tolland, 

Hampden, 

199 

West  Tisbury, 

Dukes,     . 

441 

Topsfield, 

Essex, 

1,173' 

Westhampton, 

Hampshire, 

430 

Townsend,    . 

Middlesex, 

1,812 

Weston, 

Middlesex, 

2,342 

Truro,  . 

Barnstable, 

663 

Windsor, 

Berkshire, 

375' 

Tyringham, 

Berkshire, 

327' 

Worthington, 

Hampshire, 

618 

Upton, 

Worcester, 
Hampden, 

2,036' 
337' 

Yarmouth,   . 
109  towns. 

Barnstable, 

•                 •                 • 

1,4151 

Wales, 

119,465 

Warwick, 

Franklin, 

477 

Massachusetts, 

•                 •                 • 

3,6P3,310 

Washington, 

Berkshire, 

275' 

• 

'  Decrease  in  population  since  1910. 
The  above  109  towns  represented  3J^  per  cent,  of  the  total  population  of  Massachusetts 


Note. 
in  1915. 


Table  V.  —  Population  of  Towns  in  Massachusetts  having  no  Street  Rail- 
ways. 


• 

County. 

Number 
of  Towns 

without 

Street 

Railways. 

1915. 

Popula- 
tion 
of  These 
Towns. 

Total 

Number 

of 

Cities 

and 

Towns. 

1915. 

Total 

Popular 

tion. 

Percentage 

of  Popula- 
tion in 
Towns 

having  no 
Street 

Railways. 

Barnstable,  . 
Berkshire,     . 
Bristol, 
Dukes, 
Essex,  . 
Franklin, 
Hampden,    . 
Hampshire, 
Middlesex,    . 
Nantucket,  . 
Norfolk, 
Plymouth,    . 
Suffolk, 
Worcester,     . 

14 

15 

2 

5 

3 

16 

9 

12 

10 

1 

2 

6 

0 

14 

26,146 
6,888 
3,372 
2,335 
4,832 

11,097 
5,711 
7,799 

12,837 

3,166 

4,068 

9,245 

0 

21,969 

15 
32 
20 

7 
34 
26 
23 
23 
54 

1 
28 
27 

4 
60 

28,818 

114,709 

346,964 

4,904 

463,662 

48,256 
262,944 

69,549 
733,624 

3,166 
201,907 
157,303 
826,801 
430,703 

91 
6 
1 

48 
1 

23 
2 

11 
2 
100 
2 
6 
0 
5 

State,     . 

109 

119,465 

354 

3,693,310 

iH 

!:    I 


h  • 


t 


il 


l^tSi^ 


H^llli 


fii 


144 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Table  YL~  Mileage,  Emplmjees  and  Equipment,  Massachusetts  Street 

Railways,  1890-1916. 


%■ 


1  First  and  second  track  (including  trackage  rights). 

*  Reckoned  as  single  track. 

»  For  nine  months  ending  .June  30,  1910. 


YUAR. 

Total 
Number 
of  Com- 
panies. 

Number 
of  Oper- 
ating 
Com- 
panies. 

Main 
Track 
oper^ 
ated. » 

Total 
Mileage 
owned  > 

Em- 
ployees. 

Pas- 
senger 
Cars. 

Other 

Cars  and 

Plows. 

1890, 

48 

- 

- 

663.855 

6,246 

3,247 

567 

1891. 

56 

- 

- 

674.132 

6,449 

3,494 

577 

1892, 

60 

48 

- 

814.36 

7,185 

3.679 

552 

1893. 

60 

43 

- 

937.294 

8.070 

4.040 

681 

1894. 

68 

45 

930  473 

996.366 

7,451 

4.058 

1,790 

1895. 

75 

52 

1.087.175 

1,155.250 

8.048 

4.426 

1,755 

1896, 

83 

69 

1,291.040 

1,368.247 

9,130 

4.913 

1,876 

1897, 

93 

75 

1,453.292 

1,516.636 

9.716 

5,344 

1,953 

1898. 

103 

79 

1.590.952 

1.644.660 

10.416 

5.734 

1,997 

1899, 

116 

81 

1,739.285 

1,845.709 

11.944 

6,042 

2,076 

1900, 

118 

72 

1.972.554 

2,037.743 

12.766 

6.531 

2,371 

1901, 

99 

66 

2,215.459 

2,309.066 

14,749 

6,997 

2,488 

1902, 

102 

78 

2.465.608 

2.591.455 

15.292 

7.144 

2,577 

1903, 

100 

74 

2.620.962 

2,670.732 

15,823 

7,403 

2,644 

1904. 

97 

66 

2,654.479 

2,724.312 

16.519 

7,383 

2,728 

1905. 

92 

63 

2.668.501 

2,776.708 

16.479 

7,341 

2.761 

1906, 

86 

64 

2,736.052 

2,803.622 

16,909 

7,336 

2.874 

1907, 

82 

62 

2,745.266 

2,817.875 

18.181 

7.539 

2,900 

1908, 

81 

62 

2,740.998 

2,841.587 

17,267 

7.618 

2.890 

1909, 

78 

59 

2.764.796 

2.869.057 

17.575 

7.546 

2.834 

1910. « 

73 

55 

2.762.055 

2.891.079 

18.839 

7,669 

2.869 

1911, 

63 

51 

2.777.650 

2.916.571 

21,972 

7,821 

2.907 

1912, 

64 

49 

2.821.892 

2.947.300 

23,290 

8.004 

2.929 

1913. 

54 

40 

2.918.549 

3.015.092 

24,136 

8.154 

2.897 

1914, 

53 

38 

2,927.704 

3,018.290 

23,412 

8.364 

2,927 

1915, 

53 

38 

2.952.593 

3,047.471 

23,842 

8.296 

1,399 

1916, 

53 

38 

2.977.745 

3.068.769 

24,203 

8,160 

1,374 

Vi' 


1918.] 


SENATE  —  No.  300. 


145 


Table  VII. — Volume  of  Traffic,  Massaclmsetts  Street  Railways,  1890-1916. 


Year. 

Total 

Passengers 

carried. 

Total 

Car  Miles 

run. 

Average 
Number  of 
Passengers 

per  Mile 

Main  Track 

operated. 

Popula- 
tion of 
Massachu- 
setts. 

Yearly 
Rides 
per 
Inhabit- 
ant. 

1890 

164,873.846 

26,516.937 

- 

2,238,943 

74 

1891, 

176.090,189 

27.670.166 

- 

- 

- 

1892, 

194.171,942 

29,678,036 

- 

- 

- 

1893, 

213,552,009 

34.507.282 

- 

- 

1894. 

220,464,099 

36,722.978 

- 

- 

1895, 

259,794,308 

43,655,560 

238,963 

2.500,183 

104 

1896, 

292,358,943 

53,613.685 

226,452 

- 

- 

1897, 

308,684,224 

61.577,917 

212,403 

- 

- 

1898, 

330;889,629 

68.206.418 

207,982 

- 

- 

1899. 

356,724,213 

73,367,235 

205,098 

- 

- 

1900, 

395,027.198 

81.750,768 

200,262 

2,805,346 

141 

1901, 

433.526.935 

93,005,225 

195.683 

- 

- 

1902, 

465.474,382 

100,280,687 

188,787 

- 

- 

1903, 

504,662,243 

107,.506,812 

192,548 

- 

1904, 

520,056,511 

107,897,456 

195,917 

- 

- 

1905, 

532,731,017 

109.258.739 

199,637 

3,003,680 

177  . 

1906, 

581,450,906 

114,312.626 

212,514 

- 

- 

1907, 

600,695,816 

117,719,203 

217,042 

- 

» 

1908. 

602,400,874 

116,982,089 

219,774 

- 

- 

1909, 

624,532,753 

117,493,499 

225.887 

- 

- 

1910, > 

469,330,784 

87,712,572 

169,921 

3,366,416 

1852 

1911, 

683,362,717 

123,659,082 

246,021 

- 

- 

1912, 

701,798,274 

125,078,724 

248,698 

- 

- 

1913, 

738,522,280 

130.588,851 

253,044 

- 

- 

1914, 

766,628.535 

132,355,825 

261,853 

- 

- 

1915, 

760,464,372 

132,187,596 

257,558 

3,693,310 

206 

1916, 

795.626.457 

134,889,060 

267.191 

- 

- 

1  For  nine  months  ending  June  30.  1910. 


2  Approximately. 


•     W< 


Mi 


ll> 


1^ 


I 


p*  I 


146 


REPORT  OX  STREET  RAILWAYS.  [Feb. 


Table  VIII.  —  Cost  ami  Capital  Investment  per  Mile  of  Main  Track 

Massachusetts  Street  Railways,  1890-1916.  * 


Year. 


Construc- 
tion. 


Equip- 
ment. 


Other 
Permanent 
Property.! 


Total 
Cost. 


1890, 

1891. 

1892, 

1893, 

1894, 

1895, 

1896, 

1897. 

1898, 

1899, 

1900, 

1901. 

1902, 

1903. 

1904. 

1905, 

1906, 

1907. 

1908, 

1909, 

1910, > 

1911. 

1912. 

1913. 

1914. 

1915. 

1916. 


Capital 
Invest- 
ment.' 


$17,335 

$10,658 

$11,415 

$39,408 

$38,256 

17.919 

11,614 

12,202 

41,735 

40,890 

19,520 

15,215 

12,558 

47,293 

46,184 

26,792 

11,739 

15,455 

53,986 

53,367 

26,748 

11,528 

15,356 

53,632 

52,963 

23.984 

10,479 

14,266 

48.730 

49,100 

23,396 

9,805 

12,840 

46.041 

46.373 

22,755 

9,374 

12,329 

44,458 

44.683 

22,537 

8,957 

11,735 

43,229 

44,958 

22,863 

8,518 

11,598 

42,979 

45,040 

23,443 

8,510 

11.684 

43,637 

44,273 

23,953 

8.678 

11,666 

44,297 

45,757 

24,495 

9,026 

11,889 

45,410 

46,261 

26,015 

9,994 

12,546 

48,555 

48,621 

27,025 

10,177 

13,106 

50,308 

50,295 

27,876 

10,112 

13,321 

51,309 

50,772 

28,974 

13,616 

10,212 

52,802 

52,535  « 

30,064 

10,801 

14,563 

55,428 

49,483* 

31,005 

11,103 

15,569 

57,677 

52,745 

31,747 

11,076 

15,757 

58,580 

55,409 

32,484 

11,654 

17,594 

61,732 

56,279 

36,216 

11,760 

16,250 

64,226 

58,126 

37.350 

12,287 

18,866 

68,503 

60,793 

37,294 

12,270 

19,317 

68,881 

63,872 

37,882 

13,112 

19,652 

70,646 

64,534 

39,895 

13,370 

17,639 

70,904 

66,980 

40,220 

•  13,413 

17,767 

71,400 

69,935 

»  Chiefly  land,  parks,  buildings  and  power  plants. 

*  Capital  investment  taken  as  outstandinir  caoital  <itnr]c  anrt  «»♦  ^  u*  /  j  .     . 

current  a,set,)  for  years  1890  to  1906,  inelu've     CapitM^vitZn,  f  !  "'""  ^""  """"  '"'' 

.took,  premiun.s  and  funded  debt  for  yJ^rHBO;  to'me,  Mu,r  '*^°"'  »-"»'«'««"'=  ™P"»' 

»  For  nine  months  ending  June  30,  1910. 


1918.] 


SENATE  —  No.  300. 


147 


Table  IX.  —  Cost  and  Capitalization  per  Mile  of  Main  Track  (including 
First  and  Second  Track)  ^  Massachusetts  Street  Railways,  for  Year  end' 
ing  June  30,  1916. 


Railway  Companies. 

Road. 

Equip- 
ment. 

Land 
and 
Build- 
ings. 

Other 
Prop- 
erty. 

Total. 

Capital- 
ization 
per  Mile 
of  Main 
Track. 

Bay  State. 

$30,976 

$11,316 

$10,774 

$459 

$53,525 

$55,919 

Berkshire, 

58,204 

6,223 

16,312 

1,511 

82,250 

56,550 

Blue  Hill 

22,551 

7,260 

5,846 

- 

35,657 

29,730 

Boston  &  Chelsea, 

27,689 

- 

- 

- 

27,689 

27,689 

Boston  Elevated. 

831,755 

96.466 

348,785 

5,553 

1,282,559 

1,337,648 

Boston  &  Revere  Electric, 

19,528 

2,624 

6,950 

- 

28,802 

26,455 

Boston  &  Worcester,   . 

42,848 

9,897 

11,879 

- 

64,624 

61,493 

Bristol  &  Norfolk,       . 

22,788 

1,425 

1,076 

968 

26,257 

27,441 

Brockton  &  Plymouth, 

17,824 

4,810 

10,351 

1.281 

34,266 

30,163 

Concord.  Maynard  A  Hudson,  . 

18,155 

5,129 

6,488 

- 

29,772 

26,102 

Connecticut  Valley,    . 

20,745 

4,906 

2,679 

100 

28,430 

26,746 

Conway  Electric, 

12.648 

2,919 

23,824 

- 

39,391 

33,841 

East  Middlesex 

17.805 

5,276 

3,032 

11 

26,124 

26,755 

East  Taunton,     .... 

14.047 

2,936 

1,081 

- 

18,064 

13,569 

Fitchburg  dc  Leominster,    . 

22.982 

6,782 

7,876 

2,983 

40,623 

21,778 

Holyoke. 

20,205 

9,557 

14,009 

1,143 

44,914 

42.750 

Interstate  Consolidated.     . 

19,975 

30 

2,674 

- 

22.679 

11.411 

Linwood. 

15,588 

34,412 

- 

- 

50.000 

16.000 

Lowell  &  Fitchburg.  . 

30,715 

2,962 

1,729 

- 

35.406 

31,197 

Martha's  Vineyard.     . 

4,655 

11,513 

4,552 

- 

20.720 

7,272 

Massachusetts  Northeastern, 

19,877 

5,295 

3,211 

1.418 

29,801 

26,512 

Medway  A  Dedham,  . 

2,391 

.  690 

240 

- 

3,221 

3,221 

Middlesex  A  Boston,  . 

23.194 

10,111 

7.027 

- 

40,332 

33,016 

Milford.  Attleborotigh  A  Woon- 

14.184 

3,814 

3.144 

1.004 

22,146 

21,549 

Milford  A  Uxbridge.  . 

17.903 

6.764 

6.839 

872 

32,378 

30,219 

Mount  Tom.        .... 

64.685 

5.444 

39.982 

- 

110.111 

111,111 

Nahant  A  Lynn.         .        . 

32,685 

9,404 

4.908 

- 

46.997 

31,056 

New  Bedford  A  Onset, 

18,360 

2.924 

5.315 

1.060 

27,659 

23,891 

Newtonville  A  Watertown, 

25,034 

- 

- 

- 

25,034 

11,545 

Norfolk  A  Bristol,       . 

13,746 

4,505 

4,856 

- 

23,107 

19,401 

Northampton,     .... 

18,552 

9,296 

8,739 

83 

36,670 

35,303 

North  End,          .... 

20.116 

10,281 

2,738 

- 

33,135 

22,022 

Northern  Massachusetts,    . 

17.892 

5,316 

3,003 

941 

27,152 

22,271 

■     1 

>■      ; 


yfi 


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148 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Table  IX.  —  Cost  and  Capitalization  per  Mile  of  Main  Track  (including 
First  and  Second  Track),  Massachusetts  Street  Railways,  for  Year  end- 
ing  June  SO,  1916  —  Concluded. 


Land 

Capital- 

Railway Companies. 

Road. 

Equip- 
ment. 

and 
Build- 
ings. 

Other 
Prop- 
erty. 

Total. 

ization 
per  Mile 
of  Main 

Track. 

Norton  &  Taunton,    , 

$17,536 

$21 

$2,385 

_ 

$19,942 

$20,715 

Norwood,  Canton  &  Sharon, 

8,105 

1,676 

653 

- 

10,434 

10,291 

Oak  Bluffs 

7,184 

- 

697 

— 

7,881 

9,506 

Plymouth  &  Sandwich,      . 

31.593 

1,651 

2,256 

$164 

35,664 

16,145 

Point  Shirley 

11,083 

3.877 

2,458 

- 

17,418 

20.833 

Providence  &  Fall  River,   . 

23.635 

9,796 

4,511 

— 

37,942 

32.702 

Shelburne  Falls  and  Colrain,      . 

14,865 

3,179 

4,877 

_ 

22,921 

20.964 

Somerville,          .... 

19,666 

- 

- 

. 

19,666 

19.666 

Springfield 

27.298 

8,965 

8,457 

287 

45,007 

41.446 

Taunton  &  Pawtucket, 

12.170 

4,925 

3,303 

- 

20,398 

18.239 

Union, 

23,993 

11.993 

19,408 

1.904 

67,298 

45.988 

Ware  &  Brookfield,      . 

12,266 

3,001 

1.712 

- 

17,379 

20.068 

Webster  &  Dudley,     . 

24,025 

2.429 

1.512 

- 

27,966 

14.981 

West  End 

38.297 

35,031 

33,194 

802 

107,324 

111.448 

Winnisimmet, 

24.038 

- 

- 

24 

24,062 

24,038 

Worcester  Consolidated,     . 

28.116 

11,766 

12,998 

318 

53,198 

50.396 

Worcester  &  Shrewsbvu-y  Rail- 
road. 

26,223 

19,523 

- 

- 

45,746 

21.787 

Worcester  &  Warren,  . 

6.253 

700 

1.326 

526 

8.805 

5.406 

Worcester  &  Shrewsbury  Street 
Railway. 

27,529 

19,530 

- 

- 

47.059 

47,059 

Worcester  &  Webster, 

17,655 

5.800 

8.730 

- 

32.185 

19.531 

Average,  53  railways,    . 

$40,220 

$13,413 

$17,107 

$660 

$71,400 

$69,935 

Average,  exclusive  of  Boston 
Elevated. 

$29,118 

$12,248 

$12,455 

$591 

$54,412 

$52,111 

1918.] 


SENATE  —  No.  300. 


149 


Table  X.  —  Capitalization  per  Mile  of  Track  of  Street  and  Electric  Rail- 
ways in  the  United  States,  1902,  1907,  1912. 


State  or  Division. 

1902. 

1907. 

1912. 

1912. 

Mileage 
owned. 

Massachusetts, 

$39,067 

$46,583 

$57,786 

3.017 

New  York, 

177,532 

173,096 

185.616 

4.394 

Pennsylvania, 

148,155 

135,439 

131.833 

4.095 

Ohio, 

71.805 

79.901 

72.196 

4.054 

Indiana,     . 

61,9761 

82,307 

78.381 

2.296 

Illinois, 

135,507 

115.341 

127.803 

3.110 

California, 

90,166 

114.681 

160.131 

2.559 

Washington, 

82,052 » 

72.702 

122.145 

1.032 

Michigan,  . 

58,233 

63.288 

64.083 

1.502 

New  Jersey, 

148,155 

135.439 

131,833 

1,276 

New  England, 

.. 

45,441 

54.724 

61,577 

5,205 

United  States, 

96.287 

100.495 

104,930 

40,470 

1  Gross  capitalization  without  the  deduction  of  permanent  or  other  investments. 
Note.  —  Capitalization  in  this  table  is  based  on  net  capitalization,  and  is  obtained  by  divid- 
ing the  net  capitalization  by  the  single-track  mileage  owned.    The  net  capitalization  includes 
floating  debt  and  real  estate  mortgages,  but  does  not  include  investments  in  other  securities  and 
in  non-railway  properties. 


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152 


REPORT  ON  STREET  RAILWAYS.  [Feb. 


1918.] 


SENATE  —  No.  300. 


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REPORT  ON  STREET  RAILWAYS. 


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3^ 

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1918.] 


SENATE  —  No.  300. 


00  »o  OS  »-<  CO  ■* 

CM    •*    CO    ■^    »-"    CO 


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156 


REPORT  Ox\  STREET  RAILWAYS. 


[Feb. 


Table  XU.  — Gross  Liabilities,  Capital  Stock,  Funded  and   Unfunded 
Debt,  Massachmetts  Street  Railways,  1890-1916. 


Year. 

Gross 
Liabilities. 

1 

Capital 
Stock. 

Funded 
Debt. 

Unfunded 
Debt. 

1890, 

$25,611,989 

114,879.130 

$6,027,942 

14,704,917 

1891, 

31.210,768 

19,653,962 

7.316.600 

4.340,316 

1892, 

38.794.815 

23,590,536 

9.970.150 

6.234,128 

1893. 

49,589.688 

25,883,575 

14.109,000 

9.597.113 

1894, 

63,020,295 

26,971,275 

19,188.000 

6.861,020 

1895, 

55.357,081 

27,906,685 

22.284,500 

6,165.896 

1896. 

61.117.714 

30,727,818 

24,236,000 

6.153.896 

1897, 

66.483,414 

32,670,273 

28,007,600 

6.805.641 

1898. 

75,889,625 

38,933,917 

29.132.700 

7.823.008 

1899, 

83,279,891 

41,380,143 

29.928.600 

11,971,248 

1900. 

95,062,946 

48,971,168 

34,373.000 

11.718.778 

1901, 

103,598,042 

54.069.933 

34.312,500 

15.215.609 

1902, 

119,441,792 

60.036,328 

37,761.000 

21.654.464 

1903, 

133.121.411 

68,404,480 

41.411,600 

23,306,431 

1904,     . 

136.049,486 

68,542,038 

46,674,884 

20,832,664 

1905,     . 

145.603,242 

70,326,986 

65,780.500 

19.495.758 

1906,     . 

149.672,263 

71,216,925 

68.176.000 

20.279,338 

1907,     . 

153.847,904 

73,280,155 

69,339.500 

21,228,249 

1908,     . 

170,154.909 

74.737.506 

66,348.600 

20,948,965 

1909.     . 

177,745,988 

80.728.880 

68.078,000 

19.821.271 

1910,'  . 

185.456,188 

84.345,065 

67,762.000 

23,363.424 

1911,     . 

191,791,508 

86,639,175 

71.508,700 

22.220.219 

1912,     . 

205,065,129 

89,118,975 

77.706,700 

26.834.394 

1913,     . 

216,022,752 

97.284.375 

86.616.700 

22.249.708 

1914,     . 

217.960.080 

98.194.775 

86.575.700 

22.204,027 

1915,     . 

221,643,802 

99.031.276 

87.717,700 

27,810,729 

1916,     .        . 

226,693,589 

102,493,676 

91,834,700 

26,512,686 

\ 

>  For  nine  months  ending  June  30,  1910. 


1918.] 


Table  XIII. 


SENATE  —  No.  300. 


157 


Earnings,   Operating  Expenses  and  Dividends,   Massa- 
chusetts Street  Railways,  1890-1916. 


Yeab. 

Gross 
Earnings. 

Oper- 
ating Ex- 
penses. 

Oper- 
ating 
Ratio 
(Per 
Cent.). 

Net 
Earnings. 

Divi- 
dends. 

Ratio 
of  Divi- 
dend to 
Capital 

Stock 

(Per 

Cent.). 

1890,       

$8,348,285 

$6,244,208 

74.80 

$2,104,077 

$963,154 

6.47 

1891,       . 

8,861,841 

6,746,304 

76.13 

2,115.537 

1,100,015 

5.63 

1892.       . 

9.798,060 

7,029,479 

71.74 

2,768,581 

1,582,697 

6.71 

1893,       . 

10,832,174 

7,501,845 

69.26 

3,330,329 

1.716.637 

6.63 

1894,       . 

11,119,846 

7,729,059 

69.51 

3,390,787 

1,610,886 

5.97 

1895,       . 

13,184,342 

9,088,086 

68.93 

4,096,256 

1,606,196 

5.76 

1896.       . 

14,844,262 

10,563,371 

71.16 

4,280,891 

1,802,847 

5.87 

1897,       . 

15,815,267 

10,904,040 

68.95 

4,911,227 

1,965,243 

6.02 

1898, 

16,915,405 

11,672,731 

69.01 

5,242,674 

2,076.233 

5.33 

1899.       . 

18,151,550 

12,378,488 

68.20 

5,773,062 

2.318,398 

6.60 

1900.       . 

19,999,640 

13,159,947 

65.80 

6,839,693 

2,409,874 

4.92 

1901,       . 

21,766,340 

14,565,141 

66.92 

7,201.199 

3,417,117 

6.32 

1902.       . 

23,486,474 

15,912,852 

67.75 

7,573,622 

3.138,711 

6.23 

1903,       . 

25.540,811 

17,519,367 

68.59 

8,021,444 

3,586,248 

5.24 

1904.       . 

26,207,247 

18,397,291 

70.20 

7,809.956 

3,214,496 

4.69 

1905,       , 

27,041,291 

18,269,259 

67.56 

8.772.032 

3,174,505 

4.61 

1906, 

29,663,892 

19,954,000 

67.49 

9.609,892 

3,554,073 

4.99 

1907, 

30,557,862 

20,689,668 

67.71 

9,868,194 

3.721.388 

5.08 

1908,       . 

30,780,962 

20,541,577 

66.73 

10.239.385 

3.950,965 

5.29 

1909, 

• 

31,956,007 

20,915,728 

65.45 

11.040.279 

4,120,223 

6.10 

1910, > 

24,032.236 

16,191,893 

67.38 

7,840,343 

2,767,315 

3.28 

1911, 

35,036,997 

22,895,804 

65.34 

12,141,193 

4,788,907 

5.52 

1912, 

36,080,237 

24,363,903 

67.53 

11,716,334 

4.916.371 

5.62 

1913, 

38,125,693 

25,729,054 

67.48 

12,396.639 

5.031.728 

6.17 

1914, 

39,703,706 

26.665,220 

67.16 

13,038,486 

6.109,369 

5.20 

1915, 

39,537.443 

27,194,899 

68.78 

12,342,544 

4,612.020 

4.66 

1916, 

r    ■     ■ 

41.479.275 

29,348,990 

70.75 

12,130,285 

4.080,572 

3.98 
] 

I 


(  ' 


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SENATE  —  No.  300. 


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162 


^ 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


163 


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164 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


165 


Ml! 


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1897, 
1898, 
1899, 
1900, 
1901, 
1902, 
1903, 
1904, 
1905, 
1906, 
1907, 
1908, 
1909, 
1910, 
1911, 
1912, 
1913. 

1914, 

')"  >1b 
1915, 

:•* 
1916, 


Table  XVI.  —  Boston  Elevated  Railway. 


Permanent 
Investment. 


Per  Cent. 
Increase 
over  1897. 


Population 
served. 


Per  Cent.      Revenue 
Increase  j   Passengers 
over  1897.  i      carried. 


a 


Per  Cent. 

Increase 
over  1897. 


$25,291,913  22 

- 

31,251,811  90 

24 

33,187.250  79 

31 

37,793,501  62 

49 

44,087,939  53 

74 

46,466,591  31 

84 

48,398.610  91 

91 

51,886,524  39 

105 

67,187,809  61 

126 

59,873,910  46 

137 

65,979,896  07 

161 

70,957,716  76 

181 

81,592,634  49 

223 

87,997,421  75 

248 

92,904,910  27 

267 

101,864,058  69 

303 

105,019,587  59 

315 

105,803,419  12 

318 

112,008,701  70 

343 

116,022,060  042 

359 

831,608 

854,571 

877,534 

900,497 

914,749 

929,001 

943,253 

957,506 

971,758 

994,077 

1,016,396 

1,038,714 

1,061.033 

1,083,352 

1,110,234 

1,137,116 

1,163,998 

1,190,881 

1,217,763 

1,244,645 


3 

6 
8 
10 
12 
13 
15 
17 
20 
22 
25 
28 
30 
31 
37 
40 
43 
46 
50 


$172,554,513 
181,321,295 
191,023.224 
201,124,710 
213,703,983 
222,484.811 
233,563.578 
241,681,945 
246,941.776 
262,267,240 
271,084,815 
273,132,584 
281,008.471 
220,127,8901 
305,098,665 
310,310,009 
326,352,863 
343,181,049 
346,316,584 
363,477,041 


*  For  nine  months  ending  June  30,  1910 

*  Elevated  lines. 
Cambridge  subway. 
Equipment,  etc.,  . 
West  End.      . 
Other  leased  lines. 
City  investment,  subway. 

Total,      . 


$23,904,014  76 

7,089,987  36 

19,989,017  32 

40,210,776  70 

995,092  28 

23.833,171  62 

$116,022,060  04 


5 

11 
17 
24 
29 
35 
40 
43 
52 
57 
59 
63 

77 
80 
89 
99 
101 
111 


\ 


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1 

lii 

j 

166 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


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1918.] 


SENATE  —  No.  300. 


169 


Table  XVIII.  —  Excise  Tax  paid  in  1916  to  the  Various  Cities  and  Towns, 

Massachusetts  Street  Railways. ^ ^ 


Municipality. 


Abington, 

Acton, 

Adams, 

Agawam, 

Amesbury, 

Amherst, 

Andover, 

Arlington, 

Ashland, 

Athol,    . 

Attleboro, 

Auburn, 

Avon,    . 

Ayer,     . 

Becket, 

Bedford, 

Bellingham, 

Belmont, 

Berlin,  . 

Beverly, 

Billerica, 

Blackstone, 

Boston, 

Bourne, 

Boylston, 

Braintree, 

Bridgewater 

Brimfield, 

Brockton, 

Brookfield, 

Brookline, 

Buckland, 

Burlington, 

Cambridge, 

Canton, 


^  Includes  excise 
*  Approximate 


Excise 
Tax. 


Municipality. 


$2,241  73 
246  86 
1,270  15 
3,505  27 
2,240  98' 
2.983  25 
2,244  43' 
514  20 
778  12 
578  50 
2,805  912 
1,902  02 
862  96 
465  73= 
8  93 
1,359  65 
363  47 
65  40 
1,357  80 
3,815  46 
4,160  14 
971  23 
3,013  54 
344  17 
2,029  75 
2,581  11 
2,821  04 
1,102  39 
9,398  66 
156  10* 
94  31 
14  21 
955  58 

853  69 


Charlton, 

Chelmsford, 

Chelsea, 

Cheshire, 

Chicopee, 

Clarksburg, 

Clinton, 

Colrain, 

Concord, 

Conway, 

Dalton, 

Danvers, 

Dartmouth, 

Dedham, 

Deerfield, 

Dighton, 

Dover,  . 

Dracut, 

East  Bridgewater, 

East  Longmeadow, 

Easthampton, 

Easton, 

Egremont, 

Essex,    . 

Everett, 

Fairhaven, 

Fall  River, 

Fitchburg, 

Foxborough, 

Framingham, 

Franklin, 

Freetown, 

Gardner, 

Georgetown, 

Gloucester,    . 


Excise 
Tax. 


$1,554  94 
1,955  25« 
2,547  63 
1,382  98 
6,430  67 
182  82 
1,432  76 
168  04 
854  03 
91  70 « 
706  88 
3,155  04 
4,691  72 
1,942  24 
668  27 « 
1,851  76 
64  32 
3,311  94 
1,465  74 
709  36 
1,601  43 
1,780  66 
165  62 
1,074  08 
1,235  33 
2,808  97 
12,567  53 
5,648  50 

640  00> 

6,247  61 

587  93 

778  20 

696  45 

1,048  17 

4,531  84 


tax  paid  to  county  of  Essex,  $94.38. 
entire  excise  tax  from  Public  Service  Commission  Report  divided  proportion- 


I 


'■  I 


i  I 


t 


I'M 


ately  to  mileage  in  each  town. 


I  ■ 


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'  Wi 


170 


REPORT  ON  STREET  RAILWAYS.  [Feb. 


Table  XVIII.  --  Excise  Tax  paid  in  1916  to  the  Variom  Cities  and  Tmms 
Massachusetts  Street  Railways  —  Continued.  ' 


Municipality. 


Grafton, 

Granby, 

Great  Barrington 

Greenfield, 

Groton, 

Groveland 

Hadley, 

Hamilton, 

Hanover, 

Hanson, 

Hard  wick. 

Harvard, 

Hatfield, 

Haverhill, 

Hingham, 

Hinsdale, 

Holbrook, 

Holden, 

HoUiston, 

Holyoke, 

Hopedale, 

Hopkinton, 

Hudson, 

Hull,      . 

Huntington, 

Ipswich, 

Kingston, 

Lake  vi  lie, 

Lancaster, 

Lanesbo rough 

Lawrence, 

Lee, 

Leicester, 

Lenox,  . 

Leominster, 


Excise 
Tax. 


S2.357  40 
215  49 

1,328  57 
749  77 
49  10  > 

1,116  35 
579  44 

1,195  75 
887  41 
685  04 
98  443 


Municipality. 


763  68 
8,454  34 
3,840  63 
238  02 
940  68 
1,024  59 
622  04 
6,315  58 
618  66 
1,477  93 
1,129  55 
1,238  76 
271  60 
1,604  52 
665  05 
2,481  33 
1.560  49 
862  09 
5,261  50 
1,145  36 
1,318  92 
796  63 
5,410  81 


Lexington, 

Longmeadow 

Lowell, 

Ludlow, 

Lunenburg, 

Lynn,    . 

Lynnfield, 

Maiden, 

Mansfield, 

Marblehead, 

Marion, 

Marlborough, 

Mattapoisett, 

Maynard, 

Medfield,       . 

Medford, 

Medway, 

Melrose, 

Mendon, 

Merrimac, 

Methuen, 

Middleborough, 

Middleton,    . 

Milford, 

Millbury, 

Millis,    . 

Milton, 

Monson, 

Montague,     . 

Nahant, 

Natick, 

Neodham,     . 

New  Bedford, 

New  Braintree, 

Newbury,      .    • 


Excise 
Tax. 


$2,225  41 
1,939  56 
11,191  31 
271  60 
801  66 
11,249  46 
722  24 
2,278  62 
151  601 
1.131  49 
380  00 
2,477  39 
412  27 
323  44 
300  98 
352  81 
627  13 
2,446  24 
957  54 
467  90 
4,222  00 
2,708  62 
1,144  19 
1,011  16 
2,149  15 
442  77 
2,881  38 
1,968  32 
889  31 
399  30 
4,602  85 
1,558  63 
13.979  59 
9  13* 
2,485  76 


«fllwr°1'"'''''  '"''u'  ^"""'^^  '^"^  ^'■°™  ^"^"«  Service  Commission  Report  divided 
ately  to  mileage  in  each  town.  "iviuea 

*  Includes  1915  and  1916. 


1918.] 


SENATE  —  No.  300. 


171 


Table  XVIU.  —  Excise  Tax  paid  in  1916  to  the  Various  Cities  and  Towns, 
Massachusetts  Street  Railways  —  Continued. 


Municipality. 

Excise 
Tax. 

Municipality. 

Excise 
Tax. 

Newburyport,       .... 

$1,939  41 

Russell, 

$1,942  76 

Newton, 

7,677  44 

Salem,   . 

5.817  02 

North  Adams, 

1,911  22 

Salisbury, 

1,636  89 

North  Andover,    . 

3.995  24 

Saugus, 

3.572  33 

North  Attleborough,     . 

1,228  00 

Seekonk, 

1,409  39 

North  Brookfield, 

67  40> 

Sharon, 

66  20  » 

North  Reading,    . 

1,162  52 

Sheflfield, 

720  68 

Northampton, 

3.434  45 

Shelburne,     . 

92  42 

Northborough, 

2,062  84 

Sherborn, 

2  98 

Northbridge, 

1,930  53 

Shirley, 

205  97 

Norton, 

296  00> 

Shrewsbury, 

2,141  81 

Norwell, 

406  08 

Somerset, 

2,015  24 

Norwood, 

1,206  99' 

Somerville,    . 

- 

Oak  Bluffs,    . 

_i 

South  Hadley, 

1.351  05 

Orange, 

342  62 

Southborough, 

2.678  78 

Otis,      . 

- 

Southbridge, 

1,549  38 

Oxford, 

2,604  52 

Spencer, 

815  411 

Palmer, 

3,978  18 

Springfield, 

17,999  28 

Peabody, 

3,007  70 

Sterling, 

441  39 

Pelham, 

167  16 

Stockbridge, 

355  51 

Pembroke, 

376  03 

Stoneham,     . 

• 

2,159  39 

Phillipston, 

300  99 

Stoughton,    . 

1,074  891 

Pittsfield, 

5,347  31 

Stow,     . 

360  72 

Plainville, 

192  88 

Sturbridge,    . 

1,588  26 

Plymouth, 

712  77 > 

Sunderland, 

787  46 

Quincy, 

6.582  73 

Sutton, 

347  08 

Randolph, 

1,907  76' 

Swampscott, 

1,190  62 

Raynham, 

2,130  38 

Swansea, 

611  001 

Reading, 

2,894  33 

Taunton, 

7,399  881 

Rehoboth, 

1,069  71' 

Templeton,   . 

1,210  37 

Revere, 

4,620  04 

Tewksbury,  . 

1,716  42 

Rochester, 

10  21 

Tisbury, 

-1 

Rockland, 

2,022  81 

Tyngsborough, 

1,335  02 

Rockport, 

1,445  21 

Uxbridge, 

1,577  07 

Rowley, 

789  67 

Wakefield,     . 

3,635  64 

I' I 


proportion- 


1  Approximate;  entire  excise  tax  from  Public  Service  Commission  Report  divided  proportion- 
ately to  mileage  in  each  town. 


[M 


f   !' 


I' 


ti 


f 


5 


172 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Table  XVIII.  —  Excise  Tax  paid  in  1016  to  the  Various  Cities  and  Towns, 
Massachusetts  Street  Railways  —  Concluded. 


Municipality. 

Excise 
Tax. 

Municipality. 

Excise 
Tax. 

Walpole, 

1874  19 > 

Westford 

$272  50 

Waltham, 

3,126  06 

Westminster, 

907  46 

Ware.     . 

1,182  70 

Westport, 

3,732  41 

Wareham, 

999  22 

Westwood,     . 

756  27 

Warren, 

104  00< 

Weymouth, 

4,997  05 

Watertown, 

545  44 

Whately, 

370  49 

Wayland, 

850  68 

Whitman, 

2,171  58 

Webster, 

1,824  28 

Wilbraham,  . 

1,776  60 

Wellesley,      . 

4,616  94 

Williamsburg, 

630  85 

Wenham, 

704  40 

Williamstown, 

672  80 

West  Boylston,      .... 

838  58 

Wilmington, 

2,698  38 

West  Bridgewater, 

1,212  37 

Winchendon, 

147  29 

West  Brookfield 

254  891 

Winchester,  . 

1,680  99 

West  Newbury,     ..... 

1,289  33 

Winthrop, 

-1 

West  Springfield 

7,064  87 

Woburn, 

3,314  09 

Westborough 

3,408  99 

Worcester, 

23,082  50 

Westfield 

4,546  95      Wrentham,    . 

437  731 

>  Approxima 
Rtely  to  milege 

kte;  entire  excise  tax 
in  each  town. 

from  Public 

Service  Commission  Report  divided 

■ ! 

proportion- 

1918.] 


SENATE  —  No.  300. 


173 


Table  XIX.  —  Distribution  of  Corporate  Franchise  Taxes  collected  from 
Street  Raihcays  in  Massachusetts,   Year  ending  Nov.  30,  1916. 


Abington $1,519  32 

Fall  River $10,830  17 

Acton, 

2  31 

Fitchburg, 

2,052  00 

Adams,    .          . 

288  84 

Framingham,    . 

2,040  08 

Agawam, 

2,533  10 

Franklin, 

212  38 

Amesbury, 

1,200  33 

Freetown, 

599  96 

Amherst, 

937  88 

Gardner, 

532  06 

Andover, 

1,420  46 

Georgetown, 

702  94 

Arlington, 

8,752  94 

Gloucester, 

199  47 

Ashland,  . 

153  57 

Grafton,  . 

1,631  87 

Athol, 

441  96 

Granby,   . 

161  85 

Attleboro, 

233  83 

Great  Barrington, 

382  52 

Auburn,  . 

1,744  25 

Greenfield, 

691  22 

Avon, 

595  35 

Groveland, 

730  10 

Ayer, 

141  72 

Hadley,    . 

528  49 

Becket,    . 

213  25 

Hamilton, 

800  69 

Bedford,  . 

215  46 

Hanover, 

575  40 

Bellingham, 

182  04 

Hardwick, 

12  75 

Belmont, 

6,520  44 

Harvard, 

9  00 

Berlin, 

773  99 

Hatfield, 

689  75 

Beverly,  . 

2,505  85 

Haverhill, 

5,647  42 

Billerica, 

2,450  06 

Hingham, 

2,536  45 

Blackstone, 

560  98 

Hinsdale, 

42  06 

Boston,    . 

248,506  88 

Hoi  brook. 

613  74 

Bourne,    . 

178  60 

Holden,    . 

911  70 

Boylston, 

1,190  27 

Holliston, 

218  95 

Braintree, 

1,694  54 

Holyoke, 

2,314  36 

Bridgewater,     . 

1,877  37 

Hopedale, 

412  46 

Brimfield, 

2,343  75 

Hopkinton, 

282  40 

Brockton, 

6,696  63 

Hudson,  . 

537  20 

Brookline, 

.      15,247  26 

Hull, 

803  24 

Buckland, 

33  00 

Huntington, 

272  48 

Burlington, 

619  60 

Ipswich, 

1,040  40 

Cambridge, 

43,554  21 

Lakeville, 

1,954  06 

Charlton, 

1,514  75 

Lancaster, 

948  10 

Chelmsford, 

1,218  47 

Lanesborough, 

240  47 

Chelseaj  . 

4.597  79 

Lawrence, 

3,525  81 

Cheshire, 

312  88 

l^ee,          • 

388  15 

Chicopee, 

2,979  29 

Leicester, 

1,068  39 

Clarksburg, 

32  33 

Lenox, 

262  09 

Clinton,   . 

826  23 

Leominster, 

3,245  13 

Colrain,    . 

372  42 

Lexington, 

352  65 

Concord, 

63  So 

Longmeadow, 

1,415  49 

Dalton,    . 

133  27 

Lowell,     . 

7,633  26 

Danvers, 

2,095  53 

Ludlow,   . 

196  27 

Dartmouth, 

6,493  41 

Lunenburg, 

616  12 

Dedham, 

1,195  66 

Lynn, 

7,533  13 

Deerfield, 

891  20 

Lynnfield, 

468  32 

Dighton, 

1,282  63 

Maiden,   . 

.      16,120  75 

Dover, 

23  90 

Marblehead, 

761  24 

Dracut,    . 

.        2,217  96 

Marion,    . 

262  48 

East  Bridgewater, 

977  18 

Marlborough, 

1,354  32 

East  Longmeadow, 

512  62 

Mattapoisett, 

229  61 

Easthampton,  . 

2,416  08 

Maynard, 

2  88 

Easton,    . 

1,154  63 

Medfield, 

110  78 

Egremont, 

33  90 

Medford, 

.      11,224  69 

Essex, 

749  36 

Medway, 

186  61 

Everett,  . 

.      11,247  30 

Melrose, 

1,654  00 

Fairhaven, 

3,792  79 

Mendon, 

788  68 

'  i 


i  '  i 


174 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


175 


Table  XIX.  —  Distribution  of  Corporate  Franchise  Taxes  collected  from 
Street  Railways  in  Massachusetts,  Year  ending  Nov.  30,  1916  —  Con- 
cluded. 


c 


Merrimac, 

Methuen, 

Middleborough 

Middleton, 

Milford,   . 

Millbury, 

Millia,       . 

Milton,    . 

Monson,  . 

Montague, 

Nahant,  . 

Natick,    . 

Needham, 

New  Bedford, 

New  Braintree, 

Newbury, 

Newburyport, 

Newton,  . 

North  Adams, 

North  Andover, 

North  Attleborough 

North  Reading, 

Northampton, 

Northborough, 

Northbridge, 

Norwell,  . 

Norwood, 

Orange,    . 

Otis, 

Oxford,    . 

Palmer,    . 

Peabody, 

Pel  ham,    . 

Phillipston, 

Pittsfield, 

Plainville, 

Plymouth, 

Quincy,    . 

Randolph, 

Raynham, 

Reading, 

Rehoboth, 

Revere,     . 

Rochester, 

Rockland, 

Rockport, 

Rowley,   , 

Russell,    . 

Salem, 

Salisbury, 

Saugus,    . 

Soekonk, 

Sheffield, 

Shelburne, 

Sherborn, 

Shirley,    . 


$256  04 
2,804  07 
2,059  74 
770  12 
412  81 
1.278  91 
165  41 
1,404  47 
1,891  16 
1,175  50 
817  05 
1,276  85 
555  49 
16,927  55 
2  17 
1.963  72 
1,220  23 
2.907  11 
409  40 
2,620  10 
107  06 
830  96 
5,566  30 
1,434  39 
1,420  39 
285  33 
594  56 
261  75 
41  51 
1.684   11 
3,879  31 
1,975  59 
38  49 
229  95 
982  76 
32  49 
1.441  32 
4,552  61 
1,224  60 
1,403  83 
2,130  53 
1.007  60 
3.149  72 
55  62 
1.348  86 
951  36 
512  03 
1.570  20 
3,958  97 
1.255  20 
2,316  38 
486  63 
303  49 
178  35 
47 
274  10 


Shrewsbury, 
Somerset, 

Somerville, 

South  Hadley, 

Southborough, 

Southbridge, 

Spencer,  . 

Springfield, 

Sterling,  . 

Stockbridge, 

Stoneham, 

Stoughton, 

Stow, 

Sturbridge, 

Sunderland, 

Sutton,     . 

Swampscott, 

Taunton, 

Templeton, 

Tewksbury, 

Tyngsborough, 

Uxbridge, 

Wakefield, 

Walpole, 

Waltham, 

Ware, 

Wareham, 

Watertown, 

Wayland, 

Webster, 

Wellesley, 

Wenham, 

West  Boylston, 

West  Bridgewater, 

West  Brookfield, 

West  Newbury, 

West  Springfield, 

Westborough, 

Westfield, 

Westminster, 

Westport, 

Westwood, 

Weymouth, 

Whately, 

Whitman, 

Wilbraham, 

Williamsburg, 

Williamstown, 

Wilmington, 

Winchendon, 

Winchester, 

Winthrop, 

Woburn. 

Worcester, 

Wrentham, 


$2,031  83 
1.387  99 

26.944  89 

461  03 

1,532  25 

887  96 
444  78 

13,734  60 

1.008  25 

198  19 

1.122  46 

498  19 

3  63 

1,055  73 

257  38 

197  85 

888  46 
5,770  09 
1,121  77 
1,264  08 

880  69 
1,510  67 
2,529  47 
81  63 
495  37 
868  04 
754  79 
9,508  03 
134  80 
1,111   13 
1,375  12 
468  94 
1,421  36 
786  11 
•      89  50 
836  02 
5,244  00 
2,926  09 
4.613  61 
693  27 
5.165  71 
382  89 
3.418  24 
354  26 
1.379  91 
1.318  50 
810  17 
153  66 
1.878  31 
437  88 
1,089  97 
59  33 
2,080  28 
14,777  09 
86  06 


Table  XX.  —  Assessed  Valuation  and  Tax  paid  on  Property,  Massachu- 
setts Street  Railways,  1916. 


Railways. 


Bay  State, 

Berkshire. 

Blue  Hill 

Boston  Elevated.         .... 
Boston  &  Worcester.   .... 
Bristol  &  Norfolk. 
Brockton  &  Plymouth, 
Concord.  Maynard  &  Hudson,  . 
Connecticut  Valley.    .... 
Conway  Electric,         .... 

East  Taunton. 

Fitchburg  «fe  Leominster,    . 

Holyoke. 

Interstate  Consolidated, 

Linwood, 

Lowell  &  Fitchburg,   .... 

Massachusetts  Northeastern, 

Middlesex  &  Boston,  .... 

Milford,  Attleborough  &  Woonsocket, 

Milford  &  Uxbridge, 

Nahant  &  Lynn,         .... 

New  Bedford  &  Onset, 

Norfolk  &  Bristol,       .... 

Northampton, 

Northern  Massachusetts.    . 

Norton  &  Taunton.     .... 

Norwood,  Canton  &  Sharon, 

Oak  Bluffs 

Plymouth  &  Sandwich, 

Point  Shirley, 

Providence  &  Fall  River, 
>^helburne  Falls  &  Colrain, 


Assessed 

Valuation  of 

Property. 


$8,347,672 

1,706,833 

49,100 

24,943,411 

1,157.405 

3,6402 

175,050 

85,837 

171,172 

15,5002 

4,300 

358.116 

1,074,280 

62,500 

37,2802 
84,050* 
509,841 
106,295 
324,815 
27,515 
72,805 
60,000 
248,010 
186,099 
116,4002 
7,0402 
7,4002 
2,9702 
3,3602 
38,6602 
19,500 


Tax  paid 

on 
Property 


$165,822  13 

33,910  081 

926  71 

470,124  00 

22,363  94 

59  44* 

3,337  09 

2,294  98 

3,538  84 

300  68 » 

87  72 

7.798  20 

22,776  79 

1,237  50 

723  25 » 
1,827  27* 
10,570  64 
2,145  92 
6,299  47 
259  20 
3,594  16 
1,152  00 
4,921  72 
3,929  18 
2,259  83  » 
136  53 » 
143  50 » 
57  60» 
65  21 » 
750  00 » 
359  75 


1  Exclusive  of  Vermont  and  New  York  taxes. 

2  Approximate,  average  rate,  $19.40  per  M  assumed. 

»  From  Public  Service  Commission  Report  for  year  ending  June  30,  1916. 
*  Does  not  include  $136,100  in  New  Hampshire  on  which  tax  is  81,858.42. 


} 


I 


i 


f1 


il;. 


:     1} 


III  '3 


176 


REPORT  ON  STREET  RAILWAYS.  [Feb.  I    1918.] 


Table  XX. -Assessed  Valuation  and  Tax  paid  on  Property,  Massachu- 
-  sdtsStreetRodlumjs,  1916  —  Concluded. 


Railways. 


Assessed 

Valuation  of 

Property, 


Tax  paid 

on 
Property, 


Springfield, 

Bristol  County  property, 
Union, 

Ware  &  Brookfield,     . 
Worcester  Consolidated, 
Worcester  &  Warren,  . 
Approximate  totals. 


Approximate 


$1,844,320 
27,400' 
808,335 
6,900 

3,052,032 
36,3901 


$45,782,233 


$36,306  51 
531  96 2 

18,337  26 
163  04 

59.798  42 
706  002 


$889,616  58 


average  rate,  $19.40  per  M  assumed. 


«  From  PubUo  Service  Commission  Report  for  year'ending  June  30, 


1916. 


SENATE  —  No.  300. 


177 


Table  XXI.  — Corporate  Franchise   Taxes,   Massachusetts  Street  Rail- 
ways, 1903-17. 

[All  information  from  Tax  Commissioner's  office,  except  par  value  of  capital  stock,  which  was 
obtained  from  Railroad  Commissioners'  and  Public  Service  Commission  s  reports.] 


Year, 


Par 

Value, 

Capital 

Stock. 


Market 
Value, 

Capital 
Stock. 


Corporate 
Excess. 


Rate 
per  M. 


Corporate 
Franchise 

Tax 
assessed,  ^ 


1903. 
1904, 
1905. 

1906.  . 

1907.  . 
1908,. 
1909, , 
1910,  . 
1911. 
1912. 
1913. 
1914, 
1915. 
1916, 
1917, 


$68,404,480 
68,542.038 
70,326,985 
71,216,925 
73,280,155 
74,737,505 
80,728,880 
84,345,066 
86.639,175 
89.118.975 
97,284.375 
98.194.776 
99.031,275 

102.493,675 

-i 


_t 

_» 
_i 
_j 
_j 
_j 

$98,562,943 

105.298,052 

106.984,544 

102,643.814 

96.745,995 

90,170,816 

82,962,054 

74,756,009 


$58,600,000* 

55,000.0003 

56,800,000* 

58,800,000* 

54,000,000* 

54,000,000* 

57,000,000* 

64,101,491 

68,982,468 

66,552,423 

60,225.809 

63,223,309 

46.141,574 

38,257,751 

29.354,658 


$16  76 

16  60 

17  25 

16  87 

17  03 
17  20 
17  35 
17  60 
17  S3 
17  97 

17  92 

18  09 

18  55 

19  14 
19  47 


$984,229  00 
912,730  00 
980,954  00 
992,309  00 
921,168  00 
930,065  00 
989,289  00 
1,128,186  00 
1,236,855  00 
1,195,947  00 
1,079,246  00 
962,809  00 
855,926  00 
732,253  00 
517,533  49 


I  The  corporate  franchise  tax  is  distributed  to  cities  and  towns  according  to  th^i''  f^^«  °^ 
street  railw^tracks.  The  State  retains  an  amount  proportional  to  the  mileage  of  street  raU^ays 
on  State  reservations, 

*  Denotes  that  figures  are  not  readily  obtainable, 

«  Denotes  that  figures  are  approximate. 


P 


■«! 


fir 


I 


178 


ao 


REPORT  ON  STREET  RAILWAYS. 


SI'R'SKCsiss 


I  I 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Appendix  D. 


TROLLEY    EXPRESS,    MILK    AND    FREIGHT    SERVICE    IN 

MASSACHUSETTS. 

One  of  the  matters  specifically  mentioned  for  study  by  the 
Street  Railway  Investigation  Commission  was  "the  development 
of  street  railways  in  such  manner  as  to  provide  for  the  cheaper 
and  quicker  conveyance  of  food,  including  milk,  from  the  country 
to  the  city,  and  of  freight  to  and  from  the  various  railroad 
stations  and  wharves." 

Early  in  its  study  the  Commission  found  that  there  was  little 
information  available  regarding  the  trolley  express,  milk  and 
freight  service  in  Massachusetts.  For  this  reason  it  was  decided 
to  request  all  of  the  operating  street  railways  in  Massachusetts 
to  furnish  complete  information  relative  to  the  trolley  freight 
service  which  they  maintained  on  their  own  or  leased  lines. 

The  Commission  decided  that  it  would  be  well  to  have  this 
information  supplied  in  some  standard  form,  in  order  that  the 
work  of  correlating  the  data  would  not  be  too  laborious.  For 
this  reason  the  following  questionnaire  was  sent:  — 

Questionnaire  sent  to  Street  Railways  operating  in 

Massachusetts. 


1.  A. 


B. 


I 


Trolley  Express,  Milk  and  Freight. 

Does  your  company  transport  express,  milk  or  freight?     (Specify 

which.) 
State  separately  the  revenue  from  the  transportation  of  express, 
milk  and  freight  for  each  of  the  years  ending  June  30,  1910, 
to  1916,  inclusive,  and  for  the  six  months  ending  Dec.  31, 
1916. 
C.    When  did  your  company  commence  transporting  express,  milk 
and  freight? 
2.  A.    In  which  municipalities  was  your  authority  to  become  a  com- 
mon carrier  granted  by  the  local  authorities? 
B.    In  which  municipalities  was  your  authority  to  become  a  com- 
mon carrier  granted  by  the  Railroad  Commissioners  or  by 
the  Public  Service  Commission  after  adverse  action  or  non- 
action by  the  local  authorities? 


1918.] 
3.  A. 


SENATE  —  No.  300. 


183 


4.  A. 

B. 
C. 

5.  A. 
B. 

C. 

6.  A. 

B. 

C. 

D. 

7.  A. 
B. 


C. 
D. 

E. 
8.  A. 

B. 


9.  A. 


State  briefly  the  express,  milk  and  freight  service  maintained  by 
vour  company  giving  information  as  to  the  location  of  ter- 
'^.^7^Jy  of 'service,  time  between  terminals  -tes 
^ver  which  freight  service  is  maintained,  location  of  freight 

Hott'nytpress,  milk  or  freight  cars  are  in  regular  opera- 
tfon  by  your  company?     (Specify  how  many  m  each  class  of 

Is  m^st  of  the  express  and  freight  transported  at  wgl^*^ 
Do^  your  company  operate  trailers  in  connection  with  the 

express,  milk  or  freight  service? 
Does  vour  company  handle  carload  lots? 
AppSat^ly  what  percentage  of  the  total  tonnage  carried  is 

Are°yTul''et>r2'and  freight  shipments  mainly  perishable  food- 
stuffs non-perishable  foodstuffs  or  general  merchandise? 

dSs  your  company  receive  or  deliver  express,  milk  or   reigh 

^any  points  along  ite  line  other  than  at  its  e'?';ff^°'-.f'2^* 
stetions?    If  so,  state  the  conditions  under  which  this  «  done. 

D^?  he  transportation  of  express  or  freight  by  your  company 
rclude  the  teaming  of  shipments  to  or  from  your  freight 

D^tTour  company  have  spur  tracks  or  sidings  into  industrial 

Dl'"ylr  company  accept  shipments  for  points  not  on  your 
line,  and  forward  these  by  express  compames  to  then:  desti- 

St^'twch  street  railways,  if  any,  your  company  interchanges 
eS^rts,  milk  or  freight  with.    (Specify  also  the  vo^ni  of 

interchange  in  each  case.)  .  .    „    ,  .  a.      ^ 

Is  ti^  interchange  made  by  the  rehandling  of  a^l  shipments  at 

th'ioint  of  interchange,  or  is  the  car  carried  through  over 

the  lines  of  the  other  company? 
Are  through  rates  established  over  two  or  niore  street  railways? 
iTthere  any  charge  for  the  interchange  of  either  carload  lots 

or  less  than  carload  lots? 
If  there  is  an  mterchange  charge,  which  line  absorbs  it.' 
V^Znr  company  interchange  express,  mUk  or  freight  drrectty 

with  any  steam  raUroad?    If  so,  at  what  pomts? 
Has  there  been  any  agitation  on  the  part  of  your  eo-npany,  or 

of  any  steam  railroad,  for  such  an  interchange?    If  so,  what 

has  been  the  result?  .  .  , 

State  how  the  rates  between  ymr  freight  stations  compare  with 

the  mtes  on  steam  railroads  in  cases  where  steam  railroads 

operate  between  the  same  points. 
PlX  send  a  schedule  of  your  tariffs  for  trolley  express,  milk 

and  freight. 


i^ 


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fi 


I  it 


B. 


m 


184 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


10.  A.  Is  your  company  desirous  of  extending  its  express,  milk  or 
freight  service  to  other  portions  of  its  own  lines,  or  of  inter- 
changing more  with  other  lines?  If  so,  what  extensions  are 
desired? 

B.  Have  the  various  municipalities  in  which  you  do  not  maintain 

a  freight  service  favored  or  opposed  the  extension  of  this 
service?    If  opposed  to  it,  what  have  been  their  reasons? 

C.  Has  there  been  any  failure  on  the  part  of  the  various  street 

railways  to  co-operate  with  each  other  with  respect  to  the 
interchange  of  express  or  freight? 

D.  Do  you  think  that  the  street  railways  and  the  steam  railroads 

could  co-operate  in  such  a  manner  as  to  render  possible  a 
more  efficient  or  economical  handling  of  express  and  freight, 
especially  perishable  and  other  foodstuffs?  If  so,  in  what 
way? 

Before  describing  the  present  status  of  the  trolley  freight  ser- 
vice in  this  State,  it  may  be  well  to  consider  for  a  moment  the 
conditions  under  which  permits  to  maintain  such  a  service  may 
be  granted.     Chapter  402,  Acts  of  1907  provides:  — 

A  street  railway  company  may  become  a  common  carrier  of  newspapers, 
baggage,  express  matter  and  freight  in  such  cases,  upon  such  parts  of  its 
railway,  and  to  such  an  extent,  in  any  city  or  town,  as,  after  public  notice 
and  a  hearing,  upon  the  petition  of  any  interested  party,  the  board  of 
aldermen  or  the  selectmen  in  such  city  or  town  and  the  board  of  railroad 
commissioners  shall  by  order  approve.  If  the  board  of  aldermen  or  se- 
lectmen to  whom  such  a  petition  is  presented  act  adversely  thereon  or 
fail  to  act  within  sixty  days  from  the  date  of  the  filing  of  such  petition 
the  petitioner  or  any  interested  party  may  file  such  petition  with  the 
board  of  railroad  commissioners,  who  shall  lifter  public  notice  and  a  hear- 
ing determine  whether  public  necessity  and  convenience  require  the  grant- 
ing of  such  petition  and  shall  make  an  order  dismissing  such  petition  or 
requiring  any  street  railway  company  named  in  such  petition  to  act  as 
such  common  carrier  in  such  cases,  upon  such  parts  of  its  railway  and  to 
such  extent,  and  under  such  regulations  and  restrictions,  as  in  the  opinion 
of  said  railroad  commissioners  public  necessity  and  convenience  require. 
Any  street  railway  company  acting  under  authority  hereof  shall  be  sub- 
ject to  such  regulations  and  restrictions  as  may  from  time  to  time  be 
made  by  the  local  authorities  aforesaid,  with  the  approval  of  the  rail- 
road commissioners,  and  shall  also  be  subject  to  the  provisions  of  all  laws 
now  or  hereafter  in  force  relating  to  common  carriers  so  far  as  they  shall 
be  consistent  herewith  and  with  said  regulations  and  restrictions.  The 
authority  conferred  upon  any  street  railway  company  by  virtue  of  the 
provisions  of  this  act  may  at  any  time  be  revoked  or  terminated  in  any 
city  or  town  or  upon  any  part  of  its  railway,  by  the  board  of  aldermen 
or  selectmen  with  the  approval  of  the  board  of  railroad  commissioners. 


1918.] 


SENATE  —  No.  300. 


185 


It  will  be  noted  that  under  this  statute  authority  to  act  as  a 
common  carrier  in  any  city  or  town  may  be  granted  in  either 

""^  lZt^TBy7tY,e  city  or  town,  with  the  approval  of  the  Public 

Service  Commission. 

Second  -  In  the  case  of  adverse  action  or  non-action  upon  the 
part  of  the  city  or  town,  by  the  Public  Service  Commission^ 

Under  earlier  statutes  only  the  first  of  these  wo  methods 
existed.  The  regulations  and  restrictions  contemplated  by  the 
statute  must  be  reasonable,  and  presumably  may  relate  to  the 
manner,  facilities  and  other  conditions  of  operation  by  the  com- 
pany of  its  express  and  freight  car  service.  It  is  also  provided 
that  the  authority  granted  may  at  any  time  be  revoked  or  ter- 
minated  in  any  city  or  town  by  the  local  authorities  with  the 

approval  of  the  Commission.  •   .  •     j    •„ 

The  trolley  express,  milk  and  freight  service  maintained  in 
Massachusetts  produced  a  gross  revenue  of  $947,193  for  the  year 
ending  June  30,  1916,  and  $515,064  for  the  six  months  ending 
Dec    31    1916.     Table  A  shows  the  revenue  for  trolley  freight 
for  ihe  ^ears  ending  June  30,  1910,  to  June  30,  1916,  inclusive 
and  for  the  six  months  ending  Dec.  31,  1916.     This  information 
is  shown  in  sufficient  detail  to  give  the  data  for  each  of  the 
street  railway  companies  maintaining  such  a  service      The  total 
revenue  as  shown  in  this  table  covers  express,  freight  and  milk 
Table  B  shows  the  revenue  obtained  from  the  transportation  of 
milk  through  the  same  period  of  years,  that  is,  1910  to  1916 
For  the  year  ending  June  30,  1916,  the  milk  ^T:'T:,r%TSs 
to  $23,337,  and  for  the  six  months  endmg  Dec.  31,  1916,  $10,sy». 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


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1918.] 


SENATE  —  No.  300. 


189 


The  Bav  State  Street  Railway  does  by  far  the  greatest  trolley 
freight  business.     For  the  year  ending  June  30,  1916,  the  Bay- 
State  received  a  revenue  of  $420,149.29,  or  nearly  half  (45  per 
cent,  to  be  more  exact)  of  the  total  revenue  received  by  Massa- 
chusetts street  railways  from  trolley  express,  mdk  and  freight 
service.     The  Electric  Express  Company,  which  is  an  organiza- 
tion carrying  on  the  trolley  freight  service  of  several  assocuited 
lines,   had   a  revenue  for   the   year   endmg  June   30     1916    ol 
$159,316.16.     The  lines  covered  by  this  service  f^  Springfaeld, 
Worcester  Consolidated,   Milford,  Attleborough  & J^«°°^;'=''«*; 
Interstate  Consolidated,  and  Attleborough  Branch  R^'lroad.     Of 
this  total   of   $159,000,  the  Worcester  Consolidated  did  $/AOOU 
worth  of  business,  the  Springfield  $62,000,  the  If  er^tate  Con- 
solidated   $14,000,    the    Milford,    Attleborough    &    W<>onsocket 
$9,000,  and  the  Attleborough  Branch  $2,000.    (The  Attleborough 
Branch  received  most  of  its  revenue  from  switchmg  service.) 

Next  to  the  Bay  State  the  individual  road  receiving  the  great- 
est revenue  from  trolley  freight  was  the  Boston  &  Worcester, 
which  had  a  revenue  of  $90,332.53  for  the  year  endmg  June  60, 

^^The  Boston  Elevated  received  about  $70,700  for  its  trolley 
freight  business.  It  might  be  well  to  say  that  this  revenue  of 
the  Boston  Elevated  was  received  principally  from  ^^^^^ti" 
a  terminal  road  in  hauling  the  cars  of  the  Boston  &  Worcester 
and  the  Bay  State  over  its  lines  to  the  Copp's  Hill  Wharf  ter- 

minal  in  Boston.  .  +^^no^^ 

About  a  dozen  other  roads  received  some  income  from  trolley 
freight.     Of  these,  the  Union,  located  at  New  Bedford,  received 
the   greatest   amount,    viz.,   $44,000.     Next   to   this   comes   the 
Berkshire  in  western  Massachusetts,  with  a  revenue  of  nearly 
iR^SOOO      The  Providence   &   Fall   River,   now   operated   as   the 
Swia  &  Seekonk,  had  a  business  of  $22,000     The  Northern 
Massachusetts,  Shelburne  Falls  &  Colrain    Holyoke,  New  Bed- 
ford &  Onset,  Fitchburg  &  Leominster,  ^ad  a  business  in  the 
year  ending  June  30,   1916,   of  between  $10,000  and  $20,m 
The  remaining  lines  doing  a  trolley  freight  business    but  which 
received  less  than  $10,000  for  the  year,  were  the  Connecticut 
Valley,   Conway  Electric,   Providence   &  Plymouth,   Massachu- 
setts Northeastern,  and  the  Middlesex  &  Boston. 

From  a  study  of  the  above  it  will  be  seen  that  the  business  of 
the  Bay  State,  as  mentioned  previously,  constituted  nearly  one- 
half  of  the  total  for  the  State. 

The  Electric  Express  Company,  operating  on  the  hve  asso- 


jv 


if" 


I! 


IS) 


190 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


ciated  lines,  had  a  business  amounting  to  about  one-sixth  of  the 
total. 

The  Bay  State,  Boston  &  Worcester,  and  the  Boston  Elevated, 
which  are  the  lines  operating  nearest  Boston,  had  a  revenue 
amounting  to  over  60  per  cent,  of  the  total  for  the  State.  If 
the  revenue  from  the  Electric  Express  Company  is  added  to 
these  three  lines,  80  per  cent,  of  the  total  revenue  of  $950,000 
will  be  accounted  for. 

The  milk  revenue  of  $23,300  for  the  year  ending  June  30,  1916, 
amounted  to  2§  per  cent,  of  the  total  trolley  express,  milk  and 
freight  revenue.  The  Electric  Express  Company  handled  about 
one-half  of  this  business.  The  other  roads  having  a  material 
business  of  this  sort  were  the  Holyoke,  Berkshire,  Bay  State, 
Conway  Electric,  New  Bedford  &  Onset,  and  Shelburne  Falls  & 
Colrain.  Of  these  the  Holyoke  had  a  business  amounting  to 
about  $2,750,  and  the  business  of  the  others  decreased  in  the 
order  shown,  to  the  Shelburne  Falls  &  Colrain,  which  had  a 
business  of  $975. 

The  information  which  has  been  received  from  the  various 
street  railways  appears  in  detail  for  each  street  railway  at  the 
end  of  this  appendix.  The  following  summary  has  been  made, 
describing  in  a  general  way  the  service  maintained  in  this  State, 
together  with  an  outline  showing  what  extensions  and  co-ordi- 
nation of  interchange  facilities  are  desirable. 

GENERAL  SUMMARY. 

Territory. 
Routes, 

A  plan  is  included  in  this  report  showing  the  routes  over  which 
trolley  freight  service  is  maintained.  While  this  plan  does  not 
show  all  of  the  towns  through  which  such  service  is  operated, 
the  intention  has  been  to  show  some  of  the  larger  centers,  and 
particularly  points  where  street  railways  interchange  freight  with 
other  street  railways,  and  where  the  street  railways  interchange 
directly  with  steam  lines. 

Bay  State.  —  The  Bay  State  operates  its  service  from  Boston 
to  New  Bedford,  Fall  River,  Newport  and  Providence,  through 
such  centers  as  Quincy,  Rockland,  Taunton,  Whitman,  etc. 

Boston  &  Worcester.  —  The  Boston  &  Worcester  operates  be- 
tween Boston  and  Worcester,  via  Framingham,  Natick,  Newton, 
Wellesley  and  Westborough. 

Boston  Elevated,  —  The  Boston  Elevated  hauls  the  cars  of  the 


1918.] 


SENATE  —  No.  300. 


191 


Bay  State  from  Neponset  and  Mattapan  over  its  lines  to  the 
Copp's  Hill  terminal.  It  also  hauls  the  cars  of  the  Boston  & 
Worcester  from  Chestnut  Hill  to  this  terminal.  In  addition,  a 
relatively  small  business  is  done  hauling  trailer  tank  cars  from 
Boston  to  a  Cambridge  distillery. 

Brockton  &  Plymouth.  —  The  Brockton  &  Plymouth  operates 
from  Whitman  to  Plymouth. 

^^^^on.  —  The    Union    operates   from   New    Bedford    to    Fall 

River. 

Providence  &  Fall  River.  —  The  Providence  &  Fall  River  has 
been  succeeded  by  the  Swansea  &  Seekonk,  as  noted  elsewhere. 
The  freight  service  of  this  company  is  maintained  between  Fall 
River  &  Providence. 

New  Bedford  (Sc  Onset.  —  The  New  Bedford  &  Onset  operates  its 
service  from  New  Bedford  to  Wareham,  Onset  and  Buzzard's 

Ray. 

Middlesex  &  Boston.  —  The  Middlesex  &  Boston  operates  from 

Westborough  to  South  Framingham. 

Electric  Express  Company. —  The  Electric  Express  Company 
includes  the  following  lines:  Springfield,  Worcester  Consolidated, 
Milford,  Attleborough  &  Woonsocket,  Interstate  Consolidated, 
Attleborough  Branch  Railroad.  The  service  maintained  by  this 
company  for  trolley  freight  is  from  Springfield  to  Worcester, 
through  such  points  as  Palmer  and  Southbridge,  with  branch 
lines  to  Chicopee,  Monson,  Ware,  Webster  and  Spencer.  West 
of  Springfield  service  is  maintained  to  Westfield  and  Huntington. 
South  of  Springfield  service  is  operated  to  Longmeadow,  Ware- 
house Point  and  Windsor  Locks. 

From  Worcester  the  service  is  operated  to  Attleboro,  Pawtucket 
and  Providence,  through  such  points  as  Millbury,  Uxbridge, 
Milford,  Franklin,  Wrentham  and  North  Attleborough.  North 
from  Worcester  the  lines  are  operated  to  Fitchburg  and  Leomin- 
ster through  Holden,  Clinton,  Hudson  and  other  points.  Service 
is  also  maintained  to  Northborough,  Westborough,  Grafton, 
Southborough  and  Marlborough. 

Fitchburg  A  Leominster.  —  The  Fitchburg  &  Leominster  oper- 
ates from  Fitchburg  to  Gardner,  Leominster  and  Ayer. 

Shelburne  Falls  &  Colrain,  —  The  Shelburne  Falls  &  Colrain 
operates  from  Shelburne  Falls  to  Colrain. 

Conway  Electric.  —  The  Conway  Electric  operates  from  South 
River,  on  the  Fitchburg  Division  of  the  Boston  &  Maine,  to 
Conway  Village,  connecting  with  the  New  York,  New  Haven  & 
Hartford  Railroad  at  Conway. 


Hi 


i  '. 


Ill 


ty 


II 


192 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Holyohe,  —  The  Holyoke  operates  from  South  Hadley  through 
Amherst   to    Sunderland.     It   does   not   operate   in    the   city    of 

Holyoke. 

Berkshire.  —  The  Berkshire  operates  from  Pittsfield  south  to 
Great  Barrington  and  north  to  North  Adams.  Service  is  main- 
tained also  from  North  Adams  to  Bennington,  Vt.  Service  is 
maintained  west  from  Lee  on  the  Lee-Huntington  line. 

Connecticut  Valley.  — The  Connecticut  Valley  operates  east 
from  Northampton  to  Amherst,  north  from  Northampton  to 
Greenfield,  and  east  from  Greenfield  to  Millers  Falls.  (Motor- 
truck service  maintained  by  an  express  company,  controlled  by 
the  railway,  south  from  Northampton  to  Springfield  and  east 
from  Millers  Falls  to  Orange.) 

Northern  Massachusetts.  —  The  Northern  Massachusetts  oper- 
ates east  from  Orange  to  Fitchburg  and  north  from  Gardner  to 
Winchendon. 

Service. 

Schedule. 
The  service  varies  in  different  localities  from  one  round  trip 
per  day  or  less   to  five   and   six  per  day,   depending  upon   the 
traffic.     This  information  is  shown  in  detail  in  connection  with 
the  individual  street  railways  at  the  end  of  this  appendix. 

Delivery. 
In  many  cases  sidewalk  deliveries  are  made  in  the  small  towns 
where  this  will  not  interfere  with  the  traffic.  At  other  points, 
especially  at  the  larger  towns  and  cities,  delivery  is  made  only 
at  the  freight  stations.  In  some  cases  the  service  is  operated 
at  night,  but  in  most  cases  the  service  is  maintained  in  the 
daytime.  Trailer  cars  are  not  in  use  to  a  great  extent,  but 
several  roads  report  the  fact  that  these  cars  are  in  contemplation, 
and  in  some  cases  are  actually  on  order. 

Commodities. 
Data  has  already  been  given  relative  to  the  milk  revenue  in 
connection  with  trolley  freight.  The  Bay  State  reports  that  60 
per  cent,  of  its  shipments  are  perishable  foodstuffs,  the  remainder 
being  non-perishable  foods  and  general  merchandise.  Most  of 
the  other  roads  report  that  their  shipments  consist  of  perishable 
and  non-perishable  foodstuffs  and  general  merchandise,  without 
specifying  the  proportion  of  each. 


192 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Holyoke.  —  The  Holyoke  operates  from  South  Hadley  through 
Amherst   to    Sunderland.     It   does   not   operate   in   the   city   of 

Holyoke. 

Berkshire.  —  The  Berkshire  operates  from  Pittsfield  south  to 
Great  Barrington  and  north  to  North  Adams.  Service  is  main- 
tained also  from  North  Adams  to  Bennington,  Vt.  Service  is 
maintained  west  from  Lee  on  the  Lee-Huntington  line. 

Connecticut  Valley.  — The  Connecticut  Valley  operates  east 
from  Northampton  to  Amherst,  north  from  Northampton  to 
Greenfield,  and  east  from  Greenfield  to  Millers  Falls.  (Motor- 
truck service  maintained  by  an  express  company,  controlled  by 
the  railway,  south  from  Northampton  to  Springfield  and  east 
from  Millers  Falls  to  Orange.) 

Northern  Massachusetts.  —  The  Northern  Massachusetts  oper- 
ates east  from  Orange  to  Fitchburg  and  north  from  Gardner  to 
Winchendon. 

Service. 

Schedule. 
The  service  varies  in  different  localities  from  one  round  trip 
per  day  or  less  to  five  and  six  per  day,  depending  upon  the 
traffic.     This  information  is  shown  in  detail  in  connection  with 
the  individual  street  railways  at  the  end  of  this  appendix. 

Delivery. 
In  many  cases  sidewalk  deliveries  are  made  in  the  small  towns 
where  this  will  not  interfere  with  the  traffic.  At  other  points, 
especially  at  the  larger  towns  and  cities,  delivery  is  made  only 
at  the  freight  stations.  In  some  cases  the  service  is  operated 
at  night,  but  in  most  cases  the  service  is  maintained  in  the 
daytime.  Trailer  cars  are  not  in  use  to  a  great  extent,  but 
several  roads  report  the  fact  that  these  cars  are  in  contemplation, 
and  in  some  cases  are  actually  on  order. 


Commodities. 
Data  has  already  been  given  relative  to  the  milk  revenue  in 
connection  with  trolley  freight.  The  Bay  State  reports  that  60 
per  cent,  of  its  shipments  are  perishable  foodstuffs,  the  remainder 
being  non-perishable  foods  and  general  merchandise.  Most  of 
the  other  roads  report  that  their  shipments  consist  of  perishable 
and  non-perishable  foodstuffs  and  general  merchandise,  without 
specifying  the  proportion  of  each. 


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1918.] 


SENATE  —  No.  300. 


193 


Interchange. 
Junction  Points. 
Evidently  to  maintain  an  efficient  trolley  freight  service  it  is 
necessary  that  there  be  a  flexible  means  of  interchange  between 
the  various  street  railway  lines.  The  following  data  show  to 
what  extent  interchange  is  made  at  the  present  time.  At  a  later 
point  in  this  appendix  will  be  found  data  relative  to  the  possible 
and  desirable  extensions  to  the  present  system  of  interchange. 

Present  Points  of  Interchange  between  Street  Railways. 
At  Boston:    Bay  State  and  Boston  &  Worcester.^ 
At  Whitman:    Bay  State  and  Brockton  &  Plymouth. 
At  New  Bedford:'    Union  and  Bay  State;    Union  and  New 

Bedford. 

At  Fall  River:    Union  and  Bay  State;    Union  and  Swansea  & 

Seekonk  (formerly  Providence  k  Fall  River). 

At  Providence:  Rhode  Island  and  Bay  State;  Rhode  Island 
and  Electric  Express  Company;  Rhode  Island  and  Swansea  & 
Seekonk  (formerly  Providence  &  Fall  River). 

At    Worcester:     Electric    Express    Company    and    Boston    & 

^^^orcester. 

At  Fitchburg:  Fitchburg  &  Leominster  and  Electric  Express 
Company;   Fitchburg  &  Leominster  and  Northern  Massachusetts. 

Present  Points  of  Interchange  between  Street  Railways  and  Steam 

Railroads. 

At  Amherst:    Holyoke  and  Boston  &  Maine. 

At  Shelburne  Falls:    Shelburne  Falls  &  Colrain  and  Boston  & 

Maine.  . 

At  South  River  (Deerfield) :  Conway  Electric  and  Boston  &  Mame. 

At  Conway:  Conway  Electric  and  New  York,  New  Haven  & 
Hartford  Railroad. 

At  Lee:    Berkshire  and  New  York,  New  Haven  &  Hartford 

Railroad. 

At  Templeton:  Northern  Massachusetts  and  Boston  &  Albany. 

At  Gardner:   Northern  Massachusetts  and  Boston  &  Maine. 

The  Electric  Express  Company  has  direct  interchange  with 
the  steam  roads  at  the  following  points:  Springfield,  Palmer, 
Southbridge,  Oxford  Heights  and  Attleboro.  

1  Shipments  are  now  made  in  through  care  from  Tauntop  on  the  Bay  State  to  Worcester  on  the 
Boston  &  Worcester,  via  Mattapan  and  Chestnut  Hill,  obviating  the  rehandling  of  shipments  at 
Copp's  Hill  terminal. 


1 


:i- 


194 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Methods. 

In  general,  the  method  of  interchange  necessitates  the  re- 
handling  of  shipments  at  all  junction  points.  There  are  a  few 
exceptions  to  this.  For  instance,  the  Bay  State  and  Boston  & 
Worcester  have  recently  put  into  operation  through  freight  cars 
from  Taunton  to  Worcester,  eliminating  the  former  haul  in  and 
out  of  Boston  and  the  rehandling  of  all  shipments  at  Copp's 
Hill  terminal.  The  cars  of  the  Union  Railway  which  start  at 
New  Bedford  operate  over  the  Union  to  Fall  River  and  thence 
are  run  over  the  Swansea  &  Seekonk  (formerly  Providence  & 
Fall  River)  to  Providence.  Through  cars  are  run  from  Worcester 
to  Fitchburg,  operated  by  the  Worcester  Consolidated  and  using 
the  tracks  of  the  Fitchburg  &  Leominster  from  Leominster  to 
Fitchburg. 

In  studying  the  subject  of  trolley  freight,  the  lines  operated 
under  the  Electric  Express  Company  have  been  considered  as 
one  line,  that  is,  no  interchange  points  noted  where  the  Spring- 
field meets  the  Worcester  Consolidated,  the  Worcester  Consoli- 
dated meets  the  Milford,  Attleborough  &  Woonsocket,  etc. 

Rates. 

The  rates  for  trolley  freight  are  in  general  the  same  or  slightly 
higher  than  the  steam  railroad  rates  between  the  same  points. 
On  the  first  three  or  four  classes  the  rates  are  about  the  same, 
and  on  the  fifth  and  sixth  classes  the  electric  freight  rates  are 
generally  somewhat  higher. 

Opportunity  for  Development. 

In  making  a  study  for  the  possible  future  development  of 
electric  freight  service  in  this  State  the  attitude  of  the  various 
municipalities  as  exhibited  in  the  past  should  be  considered.  In 
the  case  of  certain  of  the  street  railways  it  was  necessary  to 
obtain  permits  to  operate  a  trolley  freight  service  from  the 
Railroad  Commissioners  or  the  Public  Service  Commission,  after 
adverse  or  non-action  by  the  local  authorities.  The  following 
instances  may  be  noted:  — 

The  Bay  State  obtained  its  rights  in  East  Bridgewater  and 
West  Bridgewater  from  the  Commission  after  adverse  action  of 
the  local  authorities.  In  the  following  municipalities  it  received 
its  rights  from  the  Commission  after  being  opposed  by  the  local 


1918.] 


SENATE  —  No.  300. 


195 


authorities.  In  these  particular  cities  and  towns  north  of  Boston 
the  service  has  not  yet  been  put  into  operation:  Andover, 
Danvers,  Everett,  Hull,  Ipswich,  Lawrence,  Wakefield  and  Wo- 
burn.  In  Chelmsford  it  received  authority  from  the  Commission 
after  non-action  by  the  local  authorities.  In  Stoughton,  Arling- 
ton and  Peabody  the  local  authorities  were  opposed,  and  a 
further  petition  has  not  been  presented  to  the  Commission  as 

vet. 

The  Boston  Elevated  received  its  authority  from  the  Com- 
mission in  the  following  cities  and  towns:  Arlington,  Boston, 
Cambridge,  Chelsea,  Everett,  Maiden  and  Somerville. 

The  Berkshire  received  its  authority  from  the  Commission  in 
Adams,  Lenox  and  Williamstown. 

The  Middlesex  &  Boston  state  that  they  have  never  petitioned 
the  Commission  where  the  local  authorities  of  a  town  have 
refused  to  grant  the  desired  rights. 

The  Holyoke  Street  Railway  were  opposed  in  the  city  of 
Holyoke  several  years  ago,  and  the  petition  was  not  taken  up 
with  the  Commission.  However,  more  recently  citizens  of  that 
municipality  have  desired  to  have  the  street  railway  attempt  to 
obtain  permission  to  operate  trolley  freight  service  in  Holyoke. 

The  Electric  Express  Company  had  rights  granted  to  them 
by  the  Commission  in  Blackstone,  Leominster,  Palmer,  Webster 
and  Worcester.     Local  authorities  refused  to  give  them  rights  in 

Holden  and  Spencer.  •  •       i. 

The  foregoing  shows  to  a  certain  extent  where  opposition  has 

been  met.     The  principal  opposition  appears  to  have  been  on 

the  lines  of  the  Bay  State  north  of  Boston. 

A  brief  statement  follows   showing  the  particular  extensions 

and  interchanges  desired.     This  information  has  been  obtained 

from  the  replies  of  the  street  railways. 

Extensions  and  Interchanges  desired  by  the  Street  Railways, 
Bay  State.  —  The  Bay  State  desires  to  extend  its  service  on 
its  lines  north  of  Boston.  This  service  would  be  operated  in 
such  places  as  Beverly,  Chelsea,  Gloucester,  Haverhill,  Ipswich, 
Lawrence,  Lowell,  Maiden,  Medford,  Melrose,  Newburyport, 
Peabody,  Reading,  Revere,  Wakefield  and  Woburn.  The  reason 
this  service  has  not  been  inaugurated  is  mainly  due  to  finances. 
The  expense  attendant  upon  obtaining  terminals,  cars,  etc.,  under 
present  conditions  has    been  prohibitive  for  a  company  whose 


1 


il  I,! 


Ill 


if 


196 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


finances  have  been  at  such  a  low  ebb  as  has  been  the  case  with 
the  Bay  State,  previous  to  the  receivership. 

Boston  Elevated.  —  The  Boston  Elevated  Railway  desires  more 
interchange  business  from  connecting  lines,  provided  this  does 
not  entail  additional  expense  for  terminals,  etc.  They  favor 
installations  of  spur  tracks,  such  as  the  recent  installation  at 
Commonwealth  Pier.  This  C'ommonwealth  Pier  development 
will  allow  the  shipment  of  fish  by  carload  lots  out  of  the  city 
over  the  Bay  State  and  Boston  &  Worcester.  They  also  recom- 
mend the  use  of  certain  tracks  at  specified  hours  in  the  city, 
such  as  the  tracks  in  the  wool  and  leather  districts,  for  purposes 
of  loading  and  unloading,  provided,  of  course,  that  this  is  so 
arranged  that  normal  traffic  would  be  in  no  way  interfered  with. 
They  do  not  believe  much  direct  interchange  with  steam  rail- 
roads could  be  handled  satisfactorily. 

Brockton  &  Plymouth.  —  The  Brockton  &  Plymouth  would  like 
to  handle  more  Boston  freight,  both  in  and  out.  Their  inter- 
change point  is  with  the  Bay  State  at  Whitman. 

Boston  &  Worcester.  —  The  Boston  &  Worcester  state  that 
there  are  extensions  anticipated  in  connection  with  their  inter- 
change service  with  the  Worcester  Consolidated,  etc.,  that  is, 
the  Electric  Express  Company. 

The  Fitchhurg  &  Leominster.  —  The  Fitchburg  &  Leominster 
desire  to  extend  their  service  to  Lowell  by  shipping  freight  over 
the  Lowell  &  Fitchburg  and  thence  into  Lowell  over  the  Bay 
State.  To  date,  however,  such  arrangements  have  not  been 
satisfactorily  made  with  the  Bay  State. 

Electric  Express  Company.  —  Springfield  Division :  This  di- 
vision desires  to  extend  its  service  to  the  lines  of  the  Holyoke 
and  the  Northampton  Street  Railways,  also  to  connect  with  the 
Ware  &  Brookfield. 

Worcester  Division:  This  division  desires  to  connect  with  the 
Grafton  &  Upton  at  North  Grafton,  in  order  to  shorten  their 
route  from  Worcester  to  Milford  and  Providence,  also  to  extend 
their  service  through  Spencer  to  join  the  proposed  freight  service 
of  the  Worcester  &  Warren. 

Attleborough  Division:  This  division  desires  to  connect  with 
the  Bay  State  at  Taunton,  by  operating  over  the  Taunton  & 
Pawtucket.  (This  line  has  been  sold  to  the  Swift-McNutt  Com- 
pany. Some  of  the  municipalities  along  its  route  are  attempting, 
however,  to  co-operate  in  some  manner,  so  that  this  line  may 
be  saved  from  the  scrap  heap.) 


1918.] 


SENATE  —  No.  300. 


197 


A  new  development  in  the  electric  freight  situation  in  Massa- 
chusetts is  hopeful.  Recently  the  electric  railway  freight  officials 
have  organized,  with  the  object  of  obtaining  co-operation  in  the 
conduct  and  development  of  the  electric  railway  freight  business, 
so  that  it  might  result  in  a  greater  benefit  to  all  of  the  companies 
concerned,  and  so  that  the  various  problems  with  regard  to 
interchange,  greater  capacity,  improvement  and  greater  efficiency 
in  the  handling  of  freight  might  be  solved.  This  new  organiza- 
tion, which  is  known  as  "The  New  England  Electric  Freight 
Association,"  contains  among  its  members  officials  of  the  freight 
departments  of  the  Bay  State,  the  Boston  &  Worcester,  the 
Worcester  Consolidated,  the  Springfield,  the  Connecticut  Valley, 
the  Union,  the  Rhode  Island,  the  Connecticut  and  several  other 

companies. 

Trolley  Milk  Service. 

The  Commission  was  especially  instructed  to  consider  the 
question  of  the  transportation  of  milk  by  trolley  freight.  In  an 
effort  to  learn  if  there  was  any  demand  from  the  farmers  for 
better  facilities  to  transport  milk  by  the  use  of  trolley  freight, 
the  Commission  sent  a  printed  questionnaire  to  1,200  farmers 
in  Massachusetts  who  were  known  to  have  20  cows  or  more. 

Answers  from  168  were  received.  The  total  number  of  cows 
owned  by  those  who  answered  was,  according  to  their  statements, 

about  6,000. 

The  replies  indicated  that  the  farmers  as  a  whole  are  not 
seriously  interested  in  the  development  of  the  trolley  freight  and 
express  business.  At  least,  most  of  the  milk-producing  farmers 
do  not  regard  the  development  of  this  kind  of  transportation  as 
of  great  importance  to  them.  Among  other  questions  the  farmers 
were  asked  was  this:  In  your  opinion  would  the  proper  trans- 
portation of  milk  by  street  railway  companies  help  the  con- 
sumers to  get  milk  in  better  condition  than  at  present?  Of  those 
who  answered,  85  replied  in  the  affirmative  and  25  in  the  nega- 
tive. The  others  expressed  doubt,  or  their  replies  were  non- 
committal. Asked  if  such  a  system  would  tend  to  reduce  the 
cost  of  milk  to  the  consumer,  49  replied  in  the  affirmative  and 
71  in  the  negative.  The  others  were  doubtful,  non-committal 
or  declined  to  answer.  Eighty-nine  farmers  stated  that  they 
felt  that  a  proper  system  of  trolley  express  would  help  the  farmer. 
Yet  when  asked  if  they  would  make  use  of  a  trolley  milk  car 
system,  with  a  station  at  a  nearby  central  point,  102  of  those 
who  replied  answered  in  the  negative,  and  only  29  in  the  affirma- 


I 


^M»: 


i  ¥ 


;' 


HI 


HI 


I 


198 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


tive.  Asked  if  the  street  ear  company  nearest  their  farms  did 
a  freight  and  express  business,  71  replied  in  the  affirmative, 
while  79  replied  in  the  negative.  Forty-four  farmers  stated  that 
the  street  railways  nearest  their  farms  transport  milk,  while  102 
replied  that  the  street  railways  which  run  nearest  their  farms  do 
not  transport  milk. 

It  thus  can  be  readily  seen  that  while  a  large  percentage  of 
the  farmers  who  bothered  to  fill  out  the  Commission's  blank, 
and  to  place  it  in  the  addressed  envelope  which  was  supplied 
them,  felt  that  an  improvement  of  the  trolley  freight  service 
would  help  the  farmer,  they  apparently  would  not  avail  them- 
selves of  the  improved  service  if  it  were  afforded  them. 


■&} 


.  i 


\     I 


DETAILED  INFORMATION  OF  RAILWAYS  MAKING 

REPORTS. 

Bat  State. 

The  Bay  State  Street  Railway  maintains  the  most  important  trolley 
express,  milk  and  freight  service  in  this  State.  The  revenue  obtained 
from  this  service  for  the  year  ending  June  30,  1916,  amounted  to  $420,- 
149.29,  and  for  the  six  months  ending  Dec.  31,  1916,  the  revenue  was 
$235,099.27.  Most  of  this  business  is  freight.  The  milk  business 
amounted  to  about  $2,000  for  the  year  ending  June  30,  1916.  The  total 
revenue  for  the  year  ending  June  30,  1916,  included  about  $16,500  for 
carrying  newspapers. 

Territory. 

Routes.  —  The  electric  freight  service  is  operated  in  general  in  the 
territory  to  the  south  of  Boston,  connecting  Boston  with  such  centers  as 
Brockton,  New  Bedford,  Taunton  and  Fall  River  in  this  State,  and  New- 
port and  Providence  in  Rhode  Island.  A  map  is  included  in  this  report 
showing  a  mileage  chart  of  the  electric  freight  service  maintained  by  the 
Bay  State  as  of  April  11,  1917.  An  inspection  of  this  plan  will  show 
very  clearly  the  cities  and  towns  served,  together  with  the  routes  over 
which  the  service  is  operated. 

Terminals.  —  The  Boston  terminal  is  owned  by  the  Boston  Elevated, 
which  company  hauls  the  cars  of  the  Bay  State  through  this  city.  This 
terminal,  which  is  located  at  Copp's  Hill  Wharf,  is  operated  by  the  em- 
ployees of  the  Bay  State  and  the  Boston  &  Worcester,  both  of  which 
lines  use  this  as  a  terminal.  Other  freight  stations  of  the  Bay  State  are 
located  in  the  following  places:  — 


SENATE  —  No.  300. 

Neponset. 
New  Bedford. 
Newport. 
North  Abington. 
North  Dighton. 
Providence. 
Quincy. 


199 


Randolph. 

Rockland. 

Somerset. 

South  Braintree. 

South  Dighton. 

Taunton. 

Whitman. 


1918.] 

Avon. 

Bridgewater. 

Brockton. 

East  Bridgewater. 

East  Weymouth. 

Fall  River. 

Holbrook. 

Middleborough. 

The  terminals  at  Fall  River,  New  Bedford  and  Providence  are  terminals 
of  foreign  companies. 

Service. 
Schedtde  -  Where  the  volume  of  freight  will  warrant,  two  or  more 
services  per  day  are  maintained.  On  through  runs,  where  the  crews  do 
not  have  to  pick  up  or  discharge  shipments,  freight  cars  are  able  to  make 
approximately  the  same  time  as  passenger  cars.  This  company  has  m 
regular  operation  39  motor  freight  cars  and  5  trailer  freight  cars.  The 
service  is  maintained  principally  at  night.  ,  ,    ■  v.,    w». 

Delivery  —  In  addition  to  the  receipt  and  delivery  of  freight  at  ter- 
minals local  deliveries  are  made  in  certain  municipalities  where  the  com- 
pany is  permitted  to  unload  freight  direct  from  the  car  to  consignee  s 
place  of  business.  This  is  done  by  the  crew  operating  the  car.  The 
company  does  not  do  any  teaming  to  or  from  terminals  at  the  present 
time  Several  years  ago  the  various  companies  did  a  considerable  amount 
of  teaming  in  connection  with  their  shipments,  but  this  service  has  smce 
been  entirely  eliminated.  The  Bay  State  has  spur  tracks  or  sidings  into 
three  industrial  plants,  at  which  points  freight  is  received  and  delivered. 
Shipments  are  accepted  for  points  not  on  the  lines  of  the  Bay  State,  and 
thence  forwarded  by  express  companies  to  their  ultimate  destinations 

CommodUies.  -  Over  60  per  cent,  of  the  tonnage  is  perishable  freight, 
the  balance  consisting  of  non-perishable  foodstuffs  and  other  merchan- 
dise As  noted  earlier,  the  milk  business  for  the  year  ending  June  30, 
1916,  amounted  to  a  little  over  $2,000.  Practically  all  the  electric  freight 
business  is  in  less  than  carload  lots,  the  percentage  of  carload  lots  bemg 
inappreciable. 

Interchange. 
Jum^tion  Points.  -  The  following  lines  are  interchanged  with  at  the 
points  shown:  — 

Rhode  Island  Company,  Providence,  R.  I. 

Union  Street  Company.  Fail  River  and  New  Bedford. 

Brockton  &  Plymouth,  Whitman. 

Boston  &  Worcester,  Boston. 

Shipments  between  New  York  and  points  on  the  Bay  State  other  than 
Boston  are  handled  in  connection  with  the  Hartford  &  New  York  Trans- 
portation Company,  interchange  being  made  at  Providence.  There  are 
no  points  at  which  there  is  a  direct  interchange  with  steam  railroads. 


I 


ft 


;*  ^1 


m 


200 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Methods,  —  With  the  exception  of  the  Boston  &  "Worcester,  inter- 
change is  made  by  the  rehandling  of  shipments.  All  interchange  ton- 
nage with  the  Boston  &  Worcester  is  made  by  through  cars.  Recently 
the  Bay  State  and  the  Boston  &  Worcester  have  put  into  operation  a 
through  car  service  from  Taunton  to  Worcester.  This  service  is  oper- 
ated generally  one  round  trip  a  day  for  four  days  a  week  with  extras 
when  necessary.  The  cars  do  not  go  to  the  Copp's  Hill  terminal,  but 
are  diverted  around  the  edge  of  the  city  from  Mattapan  on  the  Bay  State 
to  Chestnut  Hill  on  the  Boston  &  Worcester.  This  saves  considerable 
congestion  in  the  city,  especially  at  the  Copp's  Hill  terminal.  Freight 
from  points  further  than  Taunton,  such  as  Fall  River,  New  Bedford, 
etc.,  is  transferred  to  the  through  cars  at  Taunton.  Similarly,  freight 
west  of  Worcester  is  rehandled  at  that  point.  Bay  State  freight  cars 
operate  from  Lund's  Corner,  New  Bedford,  into  New  Bedford  freight 
terminal-  over  tracks  of  the  Union  Street  Railway;  also  from  State  line 
(Providence)  into  Providence  freight  terminal  over  tracks  of  the  Rhode 
Island  Company.  Through  rates  are  established  over  two  or  more  street 
railways,  there  being  no  interchange  charge  made. 

Rates. 

The  rates  on  the  first  three  classes  and  Rule  25  are  practically  the  same 
as  the  steam  railroad  rates.  The  fourth,  fifth  and  sixth  class  rates.  Rules 
26  and  28,  are  in  general  higher  than  the  steam  railroad  rates. 

Opportunity  for  Development. 

Extensions.  —  Before  showing  possible  extensions  and  improvements 
it  may  be  well  to  look  for  a  moment  at  the  history  of  the  electric  freight 
service  on  the  Bay  State,  especially  in  connection  with  the  conditions 
attending  the  application  for  permits  for  maintaining  this  service  in  the 
various  municipalities  of  this  State. 

As  stated  in  the  general  remarks  concerning  the  trolley  freight  situa- 
tion in  Massachusetts,  the  authority  to  become  a  common  carrier  in  a 
municipality  may  be  obtained  in  two  ways:  (1)  by  authority  granted 
by  the  local  authorities  and  approved  by  the  Railroad  Commissioners  or 
Public  Service  Commission;  (2)  by  approval  of  the  Public  Service  Com- 
mission after  adverse  or  non-action  by  the  local  authorities. 

The  following  tables  show  the  conditions  under  which  permits  were 
obtained  by  the  Bay  State  in  Massachusetts  cities  and  towns:  — 


1918.]  SENATE  —  No.  300. 


Present  Service,  Points  South  of  Boston. 
Granted  by  Local  Municipalities  and  approved  by  Commission. 


201 


1 


Abington. 

Avon. 

Boston. 

Braintree. 

Bridgewater. 

Brockton. 

Dedham.  * 

Dighton. 

Easton. 

Fall  River. 

Freetown. 

Hanover. 


Hingham. 
Holbrook. 
Hyde  Park.  i,» 
Lakeville. 
Middleborough. 
Milton.  1 
New  Bedford- 
North  Hanover. 
Norwell.  ^ 
Norwood.  ^ 
Quincy. 


Randolph. 

Raynham. 

Rehoboth. 

Rockland. 

Seekonk. 

Somerset. 

Taunton. 

Walpole.  1 

West  wood.  ^ 

Weymouth. 

Whitman. 


Rejected  by  Local  Municipalities  and  granted  by  Commission. 
East  Bridgewater.  Hull,  i  West  Bridgewater. 

Local  Municipalities  opposed  —  Have  not  petitioned  Commission. 

Stoughton. 1 

t 

No  Petition  fihd. 
Needham.  ^ 

Proposed  Service,  Points  North  of  Boston. 

(Service  not  yet  inaugurated.) 

Chranted  by  Local  Municipalities  and  approved  by  Comm,ission. 


Billerica. 

Lowell. 

Rowley. 

Burlington. 

Lynnfield. 

Rockport. 

Dracut. 

Methuen. 

Stoneham. 

Essex. 

Middleton. 

Tewksbury. 

Georgetown. 

Newbury. 

Tyngs  borough. 

Gloucester. 

Newbury  port. 

Wenham. 

Groveland. 

North  Andover. 

West  Newbury, 

Hamilton. 

North  Reading. 

Wilmington. 

Haverhill. 

Reading. 

Rejected  by  Local  Municipalities  and  granted  by  Comm,ission. 

Andover. 

Ipswich. 

Wakefield. 

Danvers. 

Lawrence. 

Woburn. 

Everett. 

<iH 


Rejected  by  Local  Municipalities  and  granted  Leave  to  withdraw  by  Commission. 

Beverly. 

No  Action  by  Local  Municipalities  and  granted  by  Commission. 

Chelmsford. 


*  Service  not  inaugurated  as  yet. 


2  Now  part  of  Boston. 


J I 


202 


REPORT  ON  STREET  RAILWAYS. 


[Feb, 


Charter  Rights. 

Chelsea. 

Marblehead. 

Revere. 

Lynn. 

Med  ford. 

Salem. 

Maiden. 

Melrose. 

Swampscott 

Granted  hy  Local  Municipalities,  but  not  presented  to  Commission. 

Saugus. 

Local  Municipalities  opposed  —  have  not  petitioned  Commiision. 
Arlington.  Peabody. 


i 


A  Petition  granted  hut  not  accepted  hy  Bay  State  Street  Railway  Company. 

Winchester. 

It  will  be  noted  that  while  the  present  service  is  maintained  exclusively 
south  of  Boston,  authority  has  been  granted  by  various  local  munici- 
palities for  a  proposed  service  to  be  operated  north  of  Boston. 

The  Bay  State  is  anxious  to  extend  the  service  to  these  portions  of  its 
lines  north  of  Boston,  but  the  financial  condition  of  the  company  in  the 
last  year  or  two  has  been  such  that  it  has  been  unable  to  put  this  service 
in  operation.  Additional  freight  cars  would  have  to  be  purchased  and 
terminals  established  at  a  considerable  cost. 

Mr.  Sullivan,  president  of  the  Bay  State,  stated  before  this  Commission 
that  although  this  company  was  the  pioneer  in  the  electric  freight  service 
in  this  State,  the  company  had  succeeded  in  making  more  profit  on  a 
revenue  of  $400,000  from  this  service  than  it  had  made  on  a  passenger 
revenue  of  $7,000,000.  He  stated  that  there  is  a  gross  business  of  $900,- 
000  in  sight.  The  cost  of  the  equipment  necessary  is  estimated  at  about 
$1,500,000.  This  figure  is  higher  than  it  would  be  normally,  due  to  in- 
creased cost  of  labor  and  material  under  present  war  conditions. 

In  the  report  of  the  Terminal  Commission  on  terminal  facilities  of 
Boston,  made  to  the  Legislature  in  1916,  it  was  stated  that  business  men 
south  of  Boston  greatly  appreciated  the  electric  freight  service  of  the 
Bay  State.  They  claimed  that  they  were  receiving  shipments  more 
promptly  than  under  steam  railroad  service.  They  also  made  the  state- 
ment that  the  entrance  of  electric  freight  service  into  the  field  had  tended 
to  force  the  steam  railroads  to  better  their  own  ser\'ice,  so  that  this  in- 
direct beneficial  result  was  also  obtained. 

Regarding  the  attitude  of  the  various  municipalities  towards  an  ex- 
tension of  the  freight  service  of  this  company,  one  may  readily  see  from 
the  foregoing  tables  which  towns  favored  and  which  opposed  the  petitions. 

Co-ordination  with  Connecting  Lines.  —  The  Bay  State  is  of  the  opinion 
that  there  has  been  no  lack  of  co-operation  between  the  various  street 
railways  in  connection  with  interchange  of  freight,  establishment  of 
through  rates,  etc.    With  reference  to  interchange  between  street  rail- 


I 


1918.] 


SENATE  —  No.  300. 


203 


ways  and  steam  railroads  this  company  thinks  that  steam  roads  could 
profitably  divert  short-haul,  fast-moving  freight  to  electric  lines,  thus 
releasing  railroad  equipment  for  the  larger  field  of  long-haul  business. 

Berkshire. 

The  Berkshire  Street  Railway  has  a  trolley  freight  service  which  pro- 
duced a  revenue  for  the  year  ending  June  30,  1916,  of  $34,817.50.  Of 
this  amount  the  milk  revenue  was  $2,727.54. 


Territory. 

Routes.  —  Three  regular  express  cars  are  operated,  one  between  Ben- 
nington, Vt.,  and  North  Adams,  Mass.;  one  between  Pittsfield  and  North 
Adams;  and  one  between  Pittsfield  and  Great  Barrington.  The  company 
also  performs  a  switching  service  from  a  connection  with  the  New  York, 
New  Haven  &  Hartford,  at  Lee,  handling  carload  lots  only,  to  points  on 
the  Lee-Huntington  line,  particularly  between  East  Lee  and  Otis. 

Terminals.  —  North  Adams,  Pittsfield  and  Great  Barrington  in  this 
State  and  Bennington,  Vt.,  are  the  principal  terminals. 

Service. 

Schedule.  —  Two  round  trips  per  day,  except  Sundays,  are  made  on 
the  Bennington-North  Adams,  Pittsfield-North  Adams  and  Pittsfield- 
Great  Barrington  routes.  One  trip  is  made  in  the  morning  and  one  in 
the  afternoon.     Running  times  are  as  follows:  — 


Bennington-North  Adams, 
Pittsfield-North  Adams,  . 
Pittsfield-Great  Barrington, 


1  hour. 

1  hour,  23  minutes. 

2  hours. 


Three  regular  express  cars  are  in  use  and  one  electric  locomotive  for 
the  movement  of  carload  freight  at  the  interchange  with  the  New  York, 
New  Haven  &  Hartford  Railroad  at  Lee. 

Delivery.  —  On  packages  shipped  on  passenger  cars  up  to  25  pounds, 
together  with  milk  shipments  which  are  permitted  to  be  shipped  on  pas- 
senger cars  on  certain  lines  where  there  is  no  regular  express  car  service, 
the  shipments  are  put  on  the  car  by  the  shipper,  and  they  are  delivered 
by  the  crew  generally  at  the  terminus  or  the  cars  are  met  by  the  consignees. 
All  shipments  originating  in  Pittsfield  are  taken  to  the  trolley  freight 
station,  the  same  applying  to  North  Adams  within  a  certain  zone,  beyond 
which  points  shipments  are  picked  up  by  the  express  crew.  The  ship- 
ments are  delivered  along  the  line  through  the  different  towns  to  the  places 
of  business  located  along  the  tracks  of  the  company,  —  that  is  sidewalk 
delivery. 

Deliveries  are  made  to  sidings  and  spur  tracks  on  the  Lee-Huntington 
line  in  several  places,  these  shipments  being  the  carload  lots  received  from 
the  New  Haven  Road  at  Lee.  Shipments  are  received  for  points  not  on 
the  Berkshire  line  and  forwarded  by  express. 


t  '^, 


II 


.•j'l! 


\    H*! 


mi^ 


:!■  1     1 


204 


REPORT  ON  STREET  RAILWAYS. 


(Feb. 


Cominoditi£s.  —  The  shipments  carried  are  mostly  general  merchandise. 
The  milk  business  amounted  to  $2,727.54  for  the  year  ending  June  30, 
1916.  The  carload  lot  shipments  amount  to  about  5  per  cent,  of  the 
total  tonnage  handled. 

Interchange, 

Junction  Points.  —  The  Berkshire  company  does  no  interchange  busi- 
ness with  other  street  railways.  It  interchanges  carload  lots,  as  noted 
above,  with  the  New  York,  New  Haven  &  Hartford  Railroad  at  Lee, 
Mass. 

Rates. 

The  rates  are  generally  a  few  cents  higher  than  the  steam  road  rates, 
in  order  that  the  more  expedited  movements  which  the  trolley  freight 
service  affords  may  be  properly  recognized. 


Opportunity  for  Development. 

Extensions.  —  The  company  states  that  there  are  no  extensions  needed 
at  the  present  time,  and  that  there  has  been  no  opposition  by  the  munici- 
palities. The  following  list  shows  the  action  by  local  authorities  in  con- 
nection with  the  granting  of  trolley  freight  privileges:  — 


Granted  by  Local  Authorities. 


Cheshire. 
Dalton. 
Egremont. 
Great  Barrington. 

Hinsdale. 

Lanes  borough. 

Lee. 

North  Adams. 

Granted  by  Commission. 

Pittsfield. 

Sheffield. 

Stockbridge. 

Adams. 

Lenox. 

Williamstown 

Co-ordination  with  Connecting  Lines.  —  Although  the  Berkshire  com- 
pany says  that  no  further  co-operation  between  its  company  and  other 
street  railways  or  steam  railroads  is  needed  or  desired,  it  would  seem  that 
perhaps  some  through  trolley  freight  service  could  profitably  be  developed. 


Boston  &  Worcester. 

The  Boston  &  Worcester  Street  Railway  operates  a  trolley  freight 
service  over  its  lines.  The  revenue  for  this  service  for  the  year  ending 
June  30,  1916,  was  $90,332.53;  the  revenue  for  the  six  months  ending 
Dec.  31,  1916,  was  $56,510.44. 

Territory. 

Routes.  —  The  general  route  lies  between  Boston  and  Worcester,  these 
cities  being  the  extreme  ends  of  the  system,  —  a  distance  of  42  miles. 
The  cars  are  operated  by  the  Boston  &  Worcester  as  far  east  as  Chestnut 
Hill,  where  they  are  turned  over  to  the  Boston  Elevated,  which  company 
operates  the  cars  over  its  lines  to  the  terminal  at  Copp's  Hill  Wharf. 


1 1 


1918.] 


SENATE  —  No.  300. 


205 


Terminals.  —  This  terminal,  as  mentioned  in  connection  with  the 
freight  service  of  the  Bay  State  and  Boston  Elevated,  is  owned  by  the 
Boston  Elevated,  but  its  operation  is  carried  on  by  the  two  companies, 
that  is,  the  Bay  State  and  the  Boston  &  Worcester,  which  use  this  as 
their  Boston  terminal.  Worcester  is  the  terminal  at  the  western  end  of 
the  Boston  &  Worcester  territory.  The  freight  stations  between  Boston 
and  Worcester  are  located  at  FajrviHe,  Framingham,  Hudson,  Marl- 
borough, Natick,  Newton  Highlands,  Saxonville,  Shrewsbury,  South- 
borough,  Wellesley  Hills  and  Westborough. 


I  r 


Service. 

Schedule.  —  The  freight  terminals  which  are  located  in  the  principal 
cities  and  towns  along  the  line  as  mentioned  above  have  a  noon  service 
which  provides  delivery  for  the  same  afternoon,  and  night  service  pro- 
viding delivery  for  the  following  morning.  The  time  required  between 
terminals  varies  from  one  hour  to  two  hours  and  thirty  minutes,  the  latter 
being  the  time  between  Boston  and  Worcester.  Fifteen  cars  are  regularly 
operated  in  the  freight  service.  The  bullc  of  the  freight  is  handled  at 
night.  At  the  present  time  no  trailers  are  in  use,  but  plans  are  well  under 
way  for  this  method  of  operation. 

Delivery.  —  Freight  is  delivered  along  the  line  directly  from  the  car 
to  stores,  in  sections  where  there  is  not  business  enough  to  warrant  regular 
terminal  facilities,  and  where  this  particular  method  can  be  used  without 
interference  with  other  traffic.  The  company  does  not  arrange  for  the 
teaming  to  or  from  its  terminals.  No  spur  tracks  or  sidings  are  main- 
tained into  industrial  plants.  Shipments  are  accepted  for  points  any- 
where within  the  State  of  Massachusetts,  and  the  shipments  are  for- 
warded by  an  express  company,  if  so  directed  by  the  consigner. 

Commpdities.  —  While  the  company  handles  some  carload  lots,  only  a 
small  percentage  of  the  total  tonnage  is  in  carload  lots.  The  freight 
shipments  contain  a  considerable  amount  of  perishable  foodstuffs  as  well 
as  general  merchandise. 

Interchange. 

Junction  Points.  —  Freight  is  interchanged  with  other  street  railways, 
as  follows:  Bay  State  Street  Railway,  at  Boston  to  all  points  south  of 
Boston  as  far  as  New  Bedford  and  Fall  River;  Worcester  Consolidated 
Street  Railway,  for  points  beyond  Worcester  and  Springfield  and  vicinities. 

Through  rates  are  established  over  the  Boston  &  Worcester  and  Bay 
State  Street  Railways,  and  at  the  present  time  the  company  is  working 
on  through  rates  with  the  Worcester  Consolidated.  There  is  no  direct 
interchange  between  the  Boston  &  Worcester  and  any  steam  railroad 
line. 

Rates. 

The  through  rates  are  practically  the  same  as  the  steam  railroad  rates 
between  the  same  points. 


i  >• 


I 


206 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Opportunities  for  Development. 

Extensions.  —  The  municipalities  in  this  territory  apparently  favor  the 
trolley  freight  service.  All  municipalities  through  which  the  Boston  & 
Worcester  obtained  rights  as  a  common  carrier  granted  these  rights 
themselves.  The  following  are  the  towns:  Framingham,  Hudson,  Marl- 
borough, Natick,  Newton,  Shrewsbury,  Southborough,  Wellesley  and 
Westborough. 

The  Boston  &  Worcester  at  the  present  time  operates  between  all 
points  on  its  line,  and  anticipates  an  extension  of  its  service  to  the  lines 
of  the  Worcester  Consolidated  and  Springfield  Street  Railways. 

Co-ordination  with  Connecting  Lines.  —  According  to  this  company 
there  is  no  lack  of  co-operation  between  the  various  street  railways.  With 
regard  to  possible  co-operation  with  steam  railroads,  this  company  stated 
that  it  is  very  possible  that  such  co-operation  might  result  in  a  more 
efficient  and  economical  handling  of  express  and  freight,  but  stated  that 
this  would  be  a  matter  which  would  be  governed  largely  by  local  conditions. 


Boston  Elevated. 
The  Boston  Elevated  Railway  operates  principally  as  a  terminal  road 
in  connection  with  trolley  freight  and  express.  The  business  of  this 
company  for  the  year  ending  June  30.  1916,  amounted  to  $70,733.  Addi- 
tional receipts  from  carrying  newspapers  amounted  to  about  $7,000 
during  the  same  period. 

Territory. 

Routes.  —  This  company  operates  the  cars  of  the  Bay  State  and  the 
Boston  &  Worcester  over  its  lines  to  the  terminal  at  Copp's  Hill  Wharf. 
The  Bay  State  cars  are  operated  between  Mattapan  Square,  Neponset 
bridge  and  Copp's  Hill  Wharf.  The  Boston  &  Worcester  cars  are  oper- 
ated between  Chestnut  Hill  and  Copp's  Hill  Wharf. 

In  addition  to  hauling  the  cars  of  the  Bay  State  and  Boston  &  Worcester, 
the  Boston  Elevated  operates  trailer  tank  cars  from  Copp's  Hill  Wharf 
to  the  Purity  Distilling  Company  in  East  Cambridge. 

Terminals.  —  As  mentioned  elsewhere  this  terminal  is  owned  by  the 
Boston  Elevated,  the  present  cost  amounting  to  somewhere  between 
$575,000  and  $600,000.  The  terminal  is  operated  by  the  Bay  State  and 
the  Boston  &  Worcester. 

Service. 

An  average  of  26  Bay  State  cars  are  operated  daily  between  Mattapan, 
Neponset  and  the  terminal. 

All  average  of  10  Boston  &  Worcester  cars  are  operated  daily  between 
Chestnut  Hill  and  the  terminal. 

An  average  of  9  trailer  tank  cars  are  operated  from  8  to  12  p.m.  between 
the  terminal  and  the  distillery  in  East  Cambridge. 


1918.] 


SENATE  —  No.  300. 


207 


Other  than  the  hauling  of  cars  for  these  two  lines,  the  Boston  Elevated's 
only  freight  business  of  its  own  is,  as  above  mentioned,  handled  in  car- 
load lots,  viz.,  trailer  tank  cars  of  molasses  from  the  Copp's  Hill  terminal 
to  Cambridge. 

Recently  a  spur  track  has  been  built  to  the  Fish  Pier  in  South  Boston, 
where  a  shed  will  be  built  and  through  shipments  of  fish  made  over  the 
Boston  &  Worcester  and  Bay  State  Railways. 


j  Ni^^ 


Opportunity  for  Development. 

The  Boston  Elevated  is  desirous  of  extending  the  operation  of  freight 
cars  of  other  street  railways  over  its  lines,  providing  such  operation  does 
not  take  place  in  the  rush  hours,  and  providing  the  company  is  not  called 
upon  to  make  large  investments  for  freight  terminals  such  as  the  one  at 
Copp's  Hill  Wharf.  The  company  believes  that  if  more  terminals  are  to 
be  provided,  they  should  be  obtained  by  the  installation  of  spur  tracks 
into  terminals  already  established,  such  as  the  case  of  the  Common- 
wealth Pier  development.  The  company  has  been  handicapped  in  pro- 
viding such  spur-track  facilities,  due  to  the  weakness  of  highway  bridges 
throughout  its  territory,  and  due  to  lack  of  funds  for  purchase  of  cars, 
etc.  In  the  case  of  the  Purity  Distilling  Company  the  cost  of  spur  tracks, 
as  well  as  the  cost  of  trailer  tank  cars,  was  assumed  by  the  distilling 
company. 

In  addition  to  obtaining  spur  tracks  to  industrial  plants  there  are  cer- 
tain points  in  the  down-town  part  of  Boston  that  might  be  used  for  the 
standing  of  trolley  freight  cars  during  loading  or  unloading.  Such  points 
are  the  wholesale  woolen  and  leather  districts,  etc. 

The  extensions  of  service  desired,  as  mentioned  above,  are  mainly 
relative  to  shipments  over  other  lines,  for  which  the  Boston  Elevated 
would  serve  as  a  terminal  company.  Relative  to  a  general  express  and 
package  freight  business  in  Boston,  it  is  thought  that  the  expense  of 
handling  merchandise  to  and  from  the  cars  would  offset  whatever  saving 
might  be  made  in  the  haul  over  the  trolley  lines.  The  business  has 
therefore  developed  in  a  zone  somewhat  outside  Boston,  in  a  territory 
served  by  the  lines  of  the  Bay  State  to  the  south  of  Boston  and  the  Boston 
&  Worcester  to  the  west  of  Boston. 

The  following  tables  show  which  municipalities  favored  and  which 
opposed  the  operation  of  a  freight  service  on  the  lines  of  the  Boston 
Elevated:  — 

Granted  by  Local  Authorities. 


Belmont. 

Brookline. 

Medford. 


Arlington. 
Boston. 
Cambridge. 
Chelsea. 


Granted  by  Commission. 


Newton. 
Watertown. 


Everett. 
Maiden. 
Somerville. 


I 


HmKl' 


208 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


In  obtaining  trolley  freight  rights  in  Boston  the  company  was  opposed 
by  an  organization  representing  the  owners  of  the  local  express  companies, 
and  to  some  extent  by  organizations  of  the  teamsters.  When  it  was 
found,  however,  that  the  company  did  not  intend  to  enter  into  a  general 
express  business,  comprehending  a  pick-up  and  delivery  business,  but 
merely  intended  to  confine  itself  to  a  straight  car  haul,  the  opposition 
was  gradually  overcome. 

The  various  street  railways  co-operated  in  getting  the  trolley  freight 
rights  in  this  territory,  and  the  Boston  Elevated  is  dependent  upon  the 
outside  street  railways  for  making  the  shipments  to  points  connecting 
with  the  Boston  Elevated.  The  other  companies,  however,  are  depend- 
ent upon  the  Boston  Elevated  for  obtaining  terminal  facilities  on  the 
tracks  of  its  system. 

With  reference  to  interchange  with  steam  railroads,  the  Boston  Ele- 
vated stated  that  in  their  judgment  this  was  not  practicable,  for  the 
reason  that  in  general  the  tracks  of  a  street  railway  are  not  adapted  to 
steam  railroad  freight  car  equipment.  It  was  thought  that  there  would 
be  considerable  difficulty  encountered  in  connection  with  the  trans- 
mission of  electric  power  for  the  operation  of  cars  at  the  connecting  points 
with  the  steam  railroad  lines. 


Brockton  &  Plymouth. 

The  Brockton  &  Plymouth  Street  Railway  received  a  revenue  of 
S5,890.23  for  its  freight  service  for  the  year  ending  June  30,  1916. 


*    I 


I' 


'*! 


Territory. 

RoiUes.  —  The  following  route  is  operated:  Plymouth  to  Whitman. 

Terminals.  — •  Stations  are  maintained  at  Bryantsville,  Hanson,  King- 
ston, Plymouth  and  Seaside.  The  terminal  at  Whitman  is  maintained 
by  the  Bay  State. 

Service. 

Schedule.  —  The  service  maintained  between  Plymouth  and  Whitman 
is  two  round  trips  daily,  except  Sunday,  the  one-way  trip  being  about 
three  hours.  One  freight  car  is  in  regular  operation.  The  service  is 
maintained  in  the  daytime.    A  flat  car  is  used  as  a  trailer  when  necessary. 

Delivery.  —  Sidewalk  delivery  is  made  all  along  the  line,  with  a  charge 
of  1  cent  per  100  pounds,  the  minimum  charge  being  5  cents. 

Commodities.  —  Milk  is  not  handled,  except  occasionally.  The  bulk 
of  the  business  is  general  merchandise.  No  carload  lots  are  handled 
except  as  noted  above. 

Interchange. 

Junction  Points.  —  Interchange  is  made  with  the  Bay  State  at  Whit- 
man for  points  within  the  State.  All  shipments  are  rehandled.  Through 
rates  are  established  to  points  within  the  State,  and  there  is  no  inter- 
change charge.  This  company  has  no  direct  connection  with  steam 
railroad  lines. 


if 


1918.] 


SENATE  —  No.  300. 


209 


Rates. 

The  following  table  shows  a  comparison  between  the  electric  freight 
rates  and  the  steam  railroad  rates:  — 

First  class,  Brockton  &  Plymouth  rates,  2  cents  less  per  100  pounds. 
Second  class,  Brockton  &  Plymouth  rates,  1^  cents  less  per  100  pounds. 
Third  class,  Brockton  &  Plymouth  rates,  |  cent  less  per  100  pounds. 
Fourth  class,  Brockton  &  Plymouth  rates,  |  cent  less  per  100  pounds. 

The  rates  are  highest  on  the  fifth  and  sixth  classes,  but  these  are  not 
less  carload  rates.  The  above  data  are  exclusive  of  sidewalk  delivery 
charges. 

Opportunity  for  Development. 

The  freight  service  of  this  company  was  favored  in  its  territorj%  and 
all  of  the  local  authorities  granted  the  rights.  The  towns  are  Hanson, 
Kingston,  Pembroke,  Plymouth  and  Whitman.  The  company  states 
that  they  could  and  would  like  to  handle  more  Boston  freight,  both  in 
and  out.  They  do  not  see  any  possibility  of  co-operation  with  steam 
railroads  in  such  a  way  as  to  expedite  the  handling  of  freight. 

Connecticut  Valley. 

The  Connecticut  Valley  Street  Railway  Company,  as  well  as  its  asso- 
ciated company,  the  Northern  Massachusetts  Street  Railway  Company, 
has  a  trolley  freight  service  which  produced  a  revenue  for  the  year  end- 
ing June  30,  1916,  of  $8,536.  There  was  no  milk  revenue  reported 
separately  for  this  year. 

Territory. 

Routes.  —  This  company  serves  the  towns  of  Montague,  Greenfield, 
Deerfield,  Whately,  Hatfield,  Hadley,  Amherst  and  Northampton.  The 
main  routes  are  (1)  Northampton  to  Amherst,  (2)  Northampton  to  Green- 
field, (3)  Greenfield  to  Millers  Falls.  At  Millers  Falls  there  is  a  break 
of  12  miles  between  the  Connecticut  Valley  Street  Railway  Company 
and  its  associated  company,  the  Northern  Massachusetts  Street  Rail- 
way, at  the  terminal  of  that  company  at  Orange.  The  connection  be- 
tween the  two  companies  at  this  point  is  taken  care  of  by  auto-truck 
express  service. 

There  is  also  auto-truck  express  service  between  Springfield  and 
Northampton,  so  that  the  company  can  accept  shipments  in  Springfield 
for  delivery  at  points  on  its  line  or  on  the  line  of  the  Northern  Massa- 
chusetts. 

Terminals.  —  Northampton,  Amherst,  Greenfield  and  Millers  Falls  are 
the  principal  terminals.  This  company,  as  well  as  its  associated  com- 
pany, the  Northern  Massachusetts  Street  Railway,  is  lacking  in  freight 
terminal  facilities  and  equipment,  so  that  the  business  cannot  be  con- 


H 


ii»r 


M 


? 


210 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


ducted  at  a  minimum  expense.  However,  it  is  not  deemed  wise  to  spend 
new  money  for  this  purpose,  and  therefore  a  large  amount  of  business 
is  being  conducted  without  any  substantial  profit. 

Service, 
Delivery.  —  The  class  of  business  handled  is  confined  to  less  than  car- 
load lots,  and  both  express  and  freight  shipments  are  handled,  the  dis- 
tinction between  express  and  freight  shipments  being  that  the  express 
shipments  are  picked  up  and  delivered,  while  the  freight  shipments  are 
brought  to  the  car  by  the  consignor  and  taken  from  the  car  by  the 

consignee. 

Interchange. 

Junctim  Points.  — As  noted  above,  this  is  connected  with  its  asso- 
ciated company,  the  Northern  Massachusetts  Street  Railway,  at  Millers 
Falls  by  auto-truck  express  service  between  Millers  Falls  and  Orange,  a 
distance  of  12  miles.    There  are  no  connections  with  steam  railroads. 

Rates. 
The  express  tariff  carries  a  higher  charge  than  the  freight  tariff,  and 
is  a  fraction  under  express  company  rates  to  common  points. 

Conway  Electric. 
The  Conway  Electric  Street  Railway  Company  received  a  revenue  of 
about  $6,500  for  the  handling  of  express,  milk  and  freight  for  the  year 
ending  June  30,  1916.  Of  this  the  milk  business  amounted  to  nearly 
$1,250.  The  trolley  freight  business  of  this  line  has  been  to  some  extent 
different  from  that  of  other  lines,  since  it  has  decreased  nearly  50  per 

cent,  since  1910. 

Territory. 

Jioides.  —  This  company  operates  from  Conway  Village  to  South 
River  (Deerfield)  on  the  Boston  &  Maine,  via  Conway  station  on  the 
New  York,  New  Haven  &  Hartford  Railroad. 

Termirials.  —  Its  only  freight  station  is  located  at  Conway  Village. 

Service. 
Schedule.  —  Five  round  trips  daily  are  made  from  Conway  Village  to 
South  River  station.  Two  combination  (passenger,  mail  and  express) 
cars  are  used.  Freight  service  is  also  performed  in  addition  to  the  above, 
as  requirements  may  demand,  using  small  capacity  trailers  which  are 
hauled  by  work-car  equipment.    The  business  is  done  in  the  daytime 

principally. 

Delivery.  —  Milk  shipments  are  loaded  en  route.  Shipments  of  coal  and 
lumber  are  loaded  and  unloaded  at  side  tracks  constructed  for  this  pur- 
pose. All  other  shipments  are  received  and  delivered  at  the  freight 
station  in  Conway  Village,  or  interchanged  with  the  Boston  &  Maine 
or  New  Haven  Railroad  at  their  stations. 


1918.] 


SENATE  —  No.  300. 


211 


Commodities.  —  As  mentioned  above,  the  milk  revenue  for  the  year 
ending  June  30,  1916,  amounted  to  nearly  $1,250.  In  1910  there  was  a 
milk  revenue  received  of  over  $4,000.  Shipments  other  than  milk  are 
made  up  of  a  considerable  amount  of  coal  and  lumber. 

Interchange. 

Junction  Points.  — •  The  Conway  Electric  has  no  interchange  with 
other  electric  railways.  Interchange  is  made  at  South  River  (Deerj&eld) 
with  the  Boston  &  Maine,  and  at  Conway  station  with  the  New  Haven. 

Method.  —  The  interchange  business  is  entirely  done  by  rehandling  at 
the  present  time.  Even  lumber,  coal,  etc.,  which  are  carried  in  car  lots 
on  the  Conway  Electric,  are  transshipped  from  the  steam  railroad  cars 
to  special  cars  of  the  electric  railway  for  this  service.  Formerly  carload 
shipments  were  interchanged  directly,  but  on  account  of  the  increasing 
capacity  of  steam  railroad  equipment  the  practice  has  been  discontinued. 

Rates. 

No  comparison  of  rates  can  be  given,  since  there  are  no  steam  rail- 
road lines  operating  between  the  same  points.  The  only  through  rates 
given  are  on  milk  shipments  to  Boston  &  Maine  points. 

Opportunity  for  Development. 

The  company  received  its  permit  to  become  a  common  carrier  directly 
from  the  municipalities  of  Conway  and  Deerfield.  The  population  of 
the  towns  in  this  vicinity  has  decreased,  and  the  trolley  freight  business 
has  fallen  off  materially.  For  this  reason  there  does  not  appear  to  be 
any  demand  for  increased  faciUties  of  any  sort,  according  to  a  statement 
of  the  company. 

Electric  Express  Company. 

The  trolley  express,  milk  and  freight  service  for  the  Springfield, 
Worcester  Consolidated,  Milford,  Attleborough  &  Woonsocket,  Interstate 
Consolidated  and  Attleborough  Branch  Street  Railways  is  handled  under 
the  name  of  the  Electric  Express  Company.  The  following  table  shows 
separately  the  freight  and  the  milk  revenue  for  each  of  these  companies 
for  the  year  ending  June  30,  1916:  — • 


Freight. 


Milk. 


Springfield, 

Worcester  Consolidated,    .        . 
Milford,  Attleborough  &  Woonsocket, 
Interstate  Consolidated,    . 
Attleborough  Branch, 

Total, 


$52,664  53 
69,179  47 

9,430  57 
13,703  06 

2,191  501 


$147,169  13 


$9,172  22 

2.949  05 

21  29 

4  47 


$12,147  03 


Total. 


$61,836  75 

72,128  52 

9.451  86 

13,707  53 

2,191  50 


$159,316  16 


3 


1  Frpight,  $23.50;  switching,  $2,168. 


\,r 


t 


212 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Territory. 

Routes.  —  Service  is  maintained  between  Springfield  and  Worcester, 
Worcester  and  Providence  and  intervening  points  on  the  various  lines 
included  under  the  Electric  Express  Company. 

Terminals.  —  The  principal  terminals  are  at  Springfield  and  Worcester. 

Other  freight  stations  are  located  at  Attleboro,  Brimfield,  Charlton 
City,  Clinton,  Fiskdale,  Franklin,  Huntington,  Leominster,  Milford, 
Monson,  North  Attleborough,  North  Wilbraham,  Palmer,  Plainsville, 
Russell,  Southbridge,  Uxbridge,  Ware,  Westfield  and  Woronoco. 


f 


Service. 

Schedule.  —  Daily  service  is  given  from  Springfield,  Worcester  and 
Providence,  with  twenty-four-hour  delivery  to  most  points  on  the  lines. 
Night  service  is  given  between  Springfield  and  Worcester,  Worcester  and 
Providence. 

The  following  schedule  shows  the  equipment  in  operation:  — 

Springfield :  — 
10  daily  scheduled  freight  cars  (2  of  these  are  combination  milk  and  freight  cars). 

1  electric  locomotive  shifting. 

2  sand  and  gravel  cars. 

Palmer:  — 
1  electric  locomotive  shifting. 

Southbridge :  — 
1  electric  locomotive  shifting. 

8  flat  lumber  cars. 

Worcester:  — 

9  daily  scheduled  freight  cars  (1  combination  milk  and  freight). 

Attleborough  Division :  — 
6  daily  scheduled  cars  from  Providence  (freight). 
1  electric  locomotive  at  Attleboro. 

Although  most  of  the  freight  is  transported  by  day,  night  service  is 
being  developed,  and  there  are  four  night  cars  scheduled.  Trailer  cars 
are  now  on  order,  and  when  they  are  delivered  a  trailer  service  will  be 
put  into  operation. 

Delivery.  —  Freight  is  accepted  along  the  lines  in  small  towns  where 
street  deliveries  are  made.  Milk  is  delivered  to  milk  cars  by  farmers 
at  various  points,  by  previous  arrangement.  No  teaming  is  done  by 
any  of  these  street  railway  companies.  Freight  is  received  and  delivered 
at  sidings  or  spur  tracks  along  the  lines. 

Shipments  are  accepted  for  final  delivery  by  other  carriers.  During 
the  embargo  periods  on  steam  railroads  assistance  was  given  by  the  street 
railways  in  this  respect. 

Commodities.  —  Carload  shipments  are  handled  on  the  regular  freight 
cars  by  special  arrangement.    Carloads  of  lumber  are  being  handled  on 


1918.] 


SENATE  —  No.  300. 


213 


flat  cars  on  the  Charlton  Division.  Carloads  (in  steam  railroad  cars) 
are  handled  at  Springfield.  Separate  tonnage  is  not  available,  but  carload 
shipments  on  the  regular  freight  cars  of  these  companies  (not  including 
the  lumber  flat  cars)  would  form  but  a  very  small  part  of  the  gross  tonnage. 
Most  of  the  shipments  handled,  other  than  milk,  would  be  classified 
as  "general  merchandise." 

Interchange. 

Junction  Points.  —  The  following  list  shows  the  junction  points,  to- 
gether with  data  as  to  connecting  lines,  etc. :  — • 

Springfield:  Connection  with  Hartford  &  Springfield  Street  Railway 
Company. 

Providence:  Connection  with  the  Providence  Boat  Line,  Rhode  Island 
Company,  and  Bay  State  Street  Railway  Company. 

Worcester:  Connection  with  Boston  &  Worcester  Street  Railway 
Company  and  points  on  Bay  State  Street  Railway  Company.  (Intra- 
state shipments  only.) 

Fitchburg:  Connection  with  Fitchburg  and  Leominster  Street  Rail- 
way Company  and  Northern  Massachusetts  Street  Railway  Company 
freight  services.     (Intrastate  shipments  only.) 

Interchange  is  made  with  steam  railroads,  carload  lots,  at  the  following 
points:  Springfield,  Palmer,  Southbridge,  Oxford  Heights  and  Attleboro. 

Methods.  —  Rehandling  of  shipments  is  necessary,  but  through  service 
from  Boston  to  points  on  the  lines  is  contemplated. 

Through  rates  are  made  between  points  on  the  lines  of  the  five  asso- 
ciated companies,  but  not  to  foreign  lines. 

At  Worcester  a  terminal  charge  is  made  to  connecting  line.  At  Provi- 
dence and  Fitchburg  a  terminal  charge  is  made  against  the  Electric  Ex- 
press Company. 

Rates. 

The  rates  are  about  the  same  as  those  on  steam  roads,  except  on  fifth 
and  sixth  class  shipments,  in  which  case  the  trolley  freight  is  higher. 


Opportunity  for  Development. 

There  has  been  very  little  opposition  to  the  establishment  of  the  trolley 
freight  service  of  the  five  lines  associated  under  the  Electric  Express 
Company.  The  following  tables  show  to  what  extent  the  municipalities 
granted  trolley  freight  rights  directly  to  the  street  railway  companies:  — 


ffil 


I 
I 


•i 

ii 


214 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Granted  by  the  Local  Authorities. 


Agawam. 

Huntington. 

Shrewsbury. 

Attleboro. 

Lancaster. 

Southborough. 

Auburn. 

Leicester. 

Southbridge. 

Bellingham. 

Longmeadow. 

Springfield. 

Berlin. 

Ludlow. 

Sterling. 

Boylston. 

Marlborough. 

Stock  bridge. 

Brimfield. 

Miilbury. 

Upton. 

Charlton. 

MUford. 

Uxbridge. 

Chicopee. 

Monson. 

Ware. 

Clinton. 

North  Attleborough. 

Webster. 

East  Longnieadow. 

Northborough. 

West  borough. 

Fitchburg. 

Northbridge. 

West  Boylston. 

Franklin. 

Oxford. 

Westfield. 

Grafton. 

Plainvilie. 

West  Springfield 

Hoped  ale. 

Russell. 

Wrentham. 

Hudson. 

Granted  by  the  Public  Service  Commission. 

Blackstone 

• 

Webster. 

Leominster. 

Worcester. 

Palmer. 

. 

Not  granted  by  the  Local  Authorities. 
Holden.  Spencer. 

The  following  statement  shows  to  what  extent  extensions  and  co- 
ordination with  other  lines  is  desired:  — 

Springfield  Division.  —  We  desu"e  to  extend  service  to  Holyoke  Street 
Railway  Company,  Northampton  Street  Railway  Company,  and  to 
the  already  established  freight  service  of  the  Connecticut  Valley  Street 
Railway  Company;  also  to  connect  with  proposed  freight  service  of  Ware 
&  Brookfield  Street  Railway  Company. 

Worcester  Division.  —  We  desire  to  connect  with  the  Grafton  &  Upton 
Railroad  at  North  Grafton  in  order  to  shorten  our  route  from  Worcester 
to  Milford  and  Providence;  also  to  extend  through  Spencer  to  proposed 
freight  service  of  the  Worcester  and  Warren  Street  Railway  Company. 

Attleborough  Division.  —  We  desire  to  connect  with  the  Bay  State  Street 
Railway  Company's  lines  at  Taunton  by  operating  over  the  Taunton  & 
Pawtucket  Street  Railway  Company's  line.  (This  line  recently  was 
sold  to  a  wrecking  firm.) 

Co-operation  between  street  railways  and  steam  raihoads  is  desirable, 
particularly  in  the  handling  of  carload  shipments  destined  to  private 
sidings  on  street  railway  lines.  The  fact  that  such  sidings  may  be 
installed  enables  a  manufacturer  to  conduct  a  large  business  not  neces- 
sarily situated  along  the  right  of  way  of  steam  railroads.  This  relieves 
industrial  congestion  and  benefits  sections  not  situated  on  the  railroad. 


1918.] 


SENATE  —  No.  300. 


215 


Fitchburg  &  Leominster. 
The  Fitchburg  &  Leominster  Street  Railway  had  a  trolley  freight 
business  amounting  to  $10,633.71  for  the  year  ending  June  30,  1916. 

Territory. 

Routes.  —  Trolley  freight  service  is  operated  on  the  following  routes: 
Fitchburg  to  Gardner,  Fitchburg  to  Lunenburg,  Fitchburg  to  Ayer  via 
North  Leominster  and  Shirley.  The  Northern  Massachusetts  operates 
cars  from  Orange  to  Fitchburg  via  At  hoi,  Gardner  and  West  Fitchburg. 
The  Worcester  Consolidated  Company  operates  cars  from  Worcester  to 
Fitchburg,  operating  over  the  Fitchburg  and  Leominster  tracks  between 
Leominster  and  Fitchburg. 

Terminals.  —  The  main  terminal  is  located  at  Fitchburg,  at  which 
town  is  located  also  a  side  track  of  a  steam  railroad.  An  agency  station 
is  maintained  at  Lunenburg  at  one  of  the  stores. 

Service. 

Schedule.  —  The  following  regular  trips  are  made:  Fitchburg  to  Gard- 
ner, 1  round  trip  per  day;  Fitchburg  to  Lunenburg,  1  round  trip  per  day; 
Fitchburg  to  Ayer,  1  round  trip  per  day. 

The  Northern  Massachusetts  service  for  Fitchburg  is  as  follows:  Orange 
to  Fitchburg,  1  round  trip  per  day. 

The  Worcester  Consolidated  service  is  as  follows:  Worcester  to  Fitch- 
burg, 1  round  trip  per  day  and  occasional  extras. 

The  following  equipment  is  used:  Fitchburg  and  Leominster,  2  freight 
cars;  Northern  Massachusetts,  1  freight  car;  Worcester  Consolidated, 
1  freight  car  plus  extras. 

These  cars  are  all  operated  in  the  daytime. 

Delivery.  —  Freight  is  deUvered  along  the  line  whenever  practicable. 
If  freight  is  bulky,  consignor  or  consignee  must  receive  or  deliver  at  freight 
station.  Shipments  are  forwarded  by  railway  express  companies  in  some 
cases.    The  company  does  no  teaming  in  connection  with  its  service. 

Commodities.  —  Carload  lots  are  handled  infrequently  under  special 
arrangement.  The  tonnage  of  such  carload  lots  is  negligible,  compared 
with  the  tonnage  of  less  carload  lots. 

Interchange. 

Junction  Points.  —  Interchange  is  made  with  the  Worcester  Consoli- 
dated at  Fitchburg  and  Leominster,  and  with  the  Northern  Massachusetts 
at  West  Fitchburg  (Waite's  Corner).  This  company  has  no  direct  inter- 
change with  a  steam  road,  although  there  is  a  side  track  of  a  steam  rail- 
road near  the  freight  station  at  Fitchburg. 

Methods.  —  Cars  are  carried  through  on  the  lines  of  the  other  companies. 
Through  rates  are  established  with  the  lines  of  these  other  companies,  — 
namely,  the  Worcester  Consolidated  and  the  Northern  Massachusetts. 


li    ; 


I 


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1' 

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216 


REPORT  ON  STREET  RAILWAYS 


[Feb. 


Rates. 
The  rates  are  slightly  higher  than  the  steam  railroad  freight  rate  in 
most  instances,  and  the  same  in  others  as  the  steam  railroad  rates. 

Opportunities  for  Developpment. 
All  of  the  cities  and  towns  through  which  electric  freight  service  is 
maintained  have  favored  such  service  and  have  granted  rights  themselves. 
These  cities  and  towns  are  as  follows:  Ayer,  Fitchburg,  Leominster, 
Lunenburg  and  Shirley.  This  company  is  willing  and  ready  to  do  all 
the  business  that  can  be  secured  with  the  connecting  lines.  In  conjunc- 
tion with  the  Lowell  and  Fitchburg  this  company  has  endeavored  to  ex- 
tend the  through  service  into  Lowell,  but  the  Bay  State  has  so  far  been 
unable  to  co-operate  to  such  an  extent  that  this  object  might  be  attained. 


HOLYOKE. 

The  trolley  express,  milk  and  freight  business  done  by  the  Holyoke 
Street  Railway  for  the  year  ending  June  30,  1916,  amounted  to  $14,491.24. 
Of  this  the  milk  revenue  amounted  to  $2,751.65. 


Territory, 
Routes.  —  The  route  operated  is  from  North  Amherst  to  Holyoke, 
through  Amherst,  South  Amherst  and  South  Hadley. 
Terrninals.  —  Nb  freight  stations  are  maintained. 


Service. 
Schedule.  —  One  round  trip  is  made  daily  between  North  Amherst  and 
Holyoke,  the  trip  taking  about  one  hour  and  thirty  minutes.    One  milk 
^  car  and  one  freight  car  are  regularly  used;  occasionally  a  flat  car  is  also 

used. 

Delivery.  —  There  are  no  stations  maintained,  but  milk  and  freight 

are  delivered  to  and  from  the  car. 

Commodities.  —  As  above  mentioned,  the  milk  business  for  the  year 
ending  June  30,  1916,  amounted  to  $2,751.65.  The  freight  is  made  up 
principally  of  general  merchandise.  The  only  carload  lot  business  is  the 
hauling  of  loaded  freight  cars  from  the  Boston  &  Maine  freight  house  at 
Amherst  to  the  following  points:  North  Amherst  power  station,  Plum 
Tree  switch,  Sunderland  (Warner's  siding)  and  South  Amherst  (Sher- 
man's siding). 

Trap  rock  is  hauled  on  street  railway  freight  cars  between  Notch  Quarry 
and  the  following  points:  Amherst,  North  Amherst  power  station,  Plum 
Tree  switch,  Sunderland  and  Pelham. 

The  switching  tariff  states  that  no  cars  over  30  tons'  capacity  will  be 
hauled  over  the  lines  of  this  company. 


1918.] 


SENATE  —  No.  300. 


217 


Interchange. 

Junction  Points.  —  The  Holyoke  Street  Railway  does  not  interchange 
with  any  street  railways.  It  does,  however,  switch  cars  from  the  Boston 
&  Maine  line  at  Amherst,  as  above  noted. 

Rates. 
No  information  is  given  concerning  a  comparison  of  freight  rates  on 
this  line  as  compared  with  steam  lines,  since  the  company  does  not  oper- 
ate between  the  same  points  as  the  steam  lines. 

Opportunity  for  Development. 

The  municipalities  through  which  the  Holyoke  Street  Railway  Com- 
pany operates  the  trolley  freight  service  favored  such  service  and  granted 
rights  for  the  same.  They  are  as  follows:  Amherst,  South  Hadley  and 
Sunderland.  The  city  of  Holyoke,  a  number  of  years  ago,  opposed  grant- 
ing this  company  a  freight  franchise.  Since  that  time  there  has  been 
no  endeavor  on  the  part  of  the  company  to  get  such  a  franchise.  Re- 
cently the  citizens  of  Holyoke  have  expressed  the  desire  that  this  company 
apply  for  a  franchise  for  trolley  freight  service. 

The  statement  is  made  that  the  company  is  not  desirous  of  extending 
its  milk  and  freight  service  at  the  present  time.  The  Springfield  Street 
Railway  Company  and  the  Connecticut  Valley  Company  have  discussed 
the  matter  with  this  company  relative  to  the  hauling  of  freight  and  ex- 
press over  the  lines.  Under  present  conditions  the  Holyoke  company 
does  not  care  to  add  this  interchange  ser\dce  to  its  present  freight  service. 

Massachusetts  Northeastern. 

The  Massachusetts  Northeastern  Street  Railway  received  for  the  year 
ending  June  30,  1916,  a  revenue  of  $2,913.50  for  express.  This  business 
consisted  of  the  handling  of  small  packages,  limited  as  to  size  and  weight, 
upon  its  regular  passenger  cars.  There  are  no  terminals,  established 
running  times  nor  freight  stations.  The  company  has  not  sought  rights 
of  the  various  municipalities  for  the  operation  of  regular  trolley  freight 
service.  It  is  thought  by  the  company  that  co-operation  with  steam 
railroads  might  expedite  shipments  under  certain  conditions. 

Middlesex  &  Boston. 
The  revenue  from  trolley  express  for  this  company  for  the  year  ending 
June  30,  1916,  was  $2,682.57. 

Territory. 
Routes.  —  Express  business  is  maintained  in  conjunction   with   the 
local  express  company  at  South  Framingham.     A  car  is  operated  from 
South  Framingham  through  Ashland  and  Hopkinton  to  Westborough. 


w 


fi'(?f 

■J 

1 

t 

1 

^  ' 


I  if 

I 


m 


Hi 


218 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Terminals.  —  There  are  no  regularly  established  freight  terminals.  At 
Ashland  and  Westborough  local  agents  receive  and  deliver  from  the  car. 
At  South  Framingham  the  business  is  done  in  connection  with  the  local 
express  company. 

Service. 

Schedule.  —  One  round  trip  per  day  is  operated  between  South  Framing- 
ham  and  Westborough.  This  operation  includes  about  26  miles  of  serv- 
ice per  day.    There  is  but  one  express  car  in  operation. 

Delivery.  — At  Ashland  and  Westborough  teamsters  deliver  and  re- 
ceive express  matter.  Freight  is  not  delivered  at  other  points.  Ship- 
ments are  received  for  points  not  on  the  lines  of  this  company  and  for- 
warded by  express. 

Commodities.  —  The  shipments  are  general  merchandise. 


\ 


Interchange. 

This  company  does  no  interchange  business  either  with  street  railways 
or  steam  railroads. 

Opportunity  for  Development. 

The  various  towns  in  which  this  service  is  maintained  granted  rights 
to  the  company  themselves.  These  municipalities  are  Ashland,  Billerica, 
Concord,  Framingham,  Hopkinton,  Natick,  Sherborn,  Waltham,  Water- 
town,  Wellesley  and  Westborough. 

The  company  states  that  it  has  never  appealed  to  the  Railroad  Com- 
missioners nor  to  the  Public  Service  Commission  for  action  after  being 
refused  by  the  local  authorities.  Certain  towns  which  are  served  by  this 
railway  have  refused  permits  for  freight  and  express.  This  opposition 
was  generally  made  at  the  instance  of  the  local  expressmen. 

The  company  states  that  the  advent  of  the  motor  truck  has  eliminated 
the  possibilities  for  development  of  trolley  express  in  the  territory 
served  by  this  company.  The  cities  and  towns  served  by  this  company 
are  not  so  far  from  Boston  but  what  they  can  haul  the  shipments  them- 
selves and  deliver  them  to  the  various  consignees,  rather  than,  by  shipping 
them  by  cars,  entailing  a  separate  teaming  service  at  Boston. 


New  Bedford  &  Onset. 
The  trolley  freight  business  of  the  New  Bedford  &  Onset  Street  Rail- 
way for  the  year  ending  June  30,  1916,  amounted  to  $11,432.67.    Of 
this  the  milk  and  parcel  revenue  was  $1,241.68. 

Territory. 
Routes.  — The  route   operated  is  New   Bedford   and   Mattapoisett, 
Marion,  Wareham  and  Onset;  also  Bourne  and  Buzzard's  Bay. 


f 


1918.] 


SENATE  --  No.  300. 


219 


Service. 
ScheduU.  —  A  daily  service  is  operated  to  Mattapoisett  and  Marion, 
Wareham  and  Onset;    weekly  service  to  Bourne  and  Buzzard's  Bay. 
One  freight  car  is  in  regular  operation,  milk  and  express  being  handled 

on  passenger  cars. 

Delivery.  —  Prepaid  freight,  express  and  milk  delivered  to  any  pomt 

on  line  designated  by  shipper. 

Commodities.  —  As  above  mentioned,  the  milk  service  for  year  endmg 
June  30,  1916,  was  $1,241.68.  The  remainder  of  the  business  was  general 
merchandise.    No  carload  lots  are  handled. 

Interchange. 
Junction  Points.  —  Interchange  is  maintained  at  New  Bedford  with 
the  Union  Street  Railway  and  with  the  Bay  State  Street  Railway. 

Methods. —  AW  through  shipments  are  rehandled  at  New  Bedford. 
Through  rates  are  established  ^ith  these  other  lines,  but  there  is  no  inter- 
change charged.  This  company  has  no  dkect  connection  with  steam 
railroad  lines. 

Rates. 

The  steam  railroad  rates  are  somewhat  lower,  but  additional  carting 
is  necessary  where  steam  railroad  service  is  used. 

Opportunity  for  Development. 

All  of  the  towns  where  trolley  freight  service  is  maintained  have  granted 
the  rights  themselves.  These  towns  are  as  follows:  Bourne,  Marion, 
Mattapoisett,  Middleborough  and  Wareham.  The  company  states  that 
at  present  there  are  no  extensions  of  the  service  that  it  desu-es  to  make, 
nor  any  additional  interchange  points  that  could  be  developed.  With 
regard  to  co-operation  with  steam  railroads  the  company  thinks  that  as 
a  general  proposition  such  co-operation  would  facilitate  the  handUng  of 
shipments. 

Northern  Massachusetts. 

The  Northern  Massachusetts  Street  Railway  Company  has  a  trolley 
freight  service  which  produced  a  revenue  for  the  year  ending  June  30, 
1916,  of  $18,945.    The  milk  revenue  for  the  year  was  only  $129. 

Territory. 

Routes.  —  This  company  serves  the  towns  of  Orange,  Athol,  Phillipston, 
Templeton,  Gardner,  Westminster,  Winchendon  and  Fitchburg,  and  in 
addition  has  a  physical  connection  with  the  Boston  &  Maine  Raihoad 
and  the  Boston  &  Albany.  The  principal  routes  are  between  (1)  Gardner 
and  Orange,  (2)  Gardner  and  Fitchburg  and  (3)  Gardner  and  Winchendon. 

Terminals.  —  Ormge,  Gardner,  Fitchburg  and  Winchendon  are  the 
principal  terminals. 


I  if 


I 


220 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Interchange. 
Junction  Points. —  At  Orange  the  Northern  Massachusetts  Street 
Railway  Company  is  connected  with  its  associated  company,  the  Con- 
necticut Valley  Street  Railway,  by  auto-truck  express  service  between 
Orange  and  Millers  Falls,  a  distance  of  12  miles.  This  company  has  a 
physical  connection  with  the  Boston  &  Maine  Railroad  at  Gardner  and 
the  Boston  &  Albany  at  Templeton,  and  a  carload  lot  business  is  conducted. 

Shelburne  Falls  &  Colrain. 
The  Shelburne  Falls  &  Colrain  Street  Railway  Company  did  a  business 
of  $16,272.45  in  connection  with  their  trolley  freight  service  for  the  year 
ending  June  30,  1916.    Of  this,  the  milk  revenue  amounted  to  $975. 

Territory. 

Routes.  —  The  route  operated  is  between  Shelburne  Falls  and  Colrain. 

Terminals.  —  The  main  terminals  are  at  Shelburne  Falls  and  Colrain. 
Other  stations  are  located  at  Griswoldville,  Lyonsville  and  Shattucks- 
ville.  Freight  houses  are  maintained  at  Lyonsville  and  Colrain.  At 
Shattucksville  and  Griswoldville  private  companies  are  the  chief  con- 
signees. 

Service. 
Schedule.— 'YouT  round  trips  per  day  are  made  between  Shelburne 
Falls  and  Colrain,  —  about  a  forty-minute  run.  But  one  freight  car  is 
operated  by  this  company,  —  a  combination  passenger  and  express  car. 
A  switching  service  is  maintained  at  Shelburne  Falls  with  the  Boston  & 
Maine.  Freight  cars  are  hauled  from  this  point  by  the  company  over 
its  lines. 

Commodities.  —  About  one-half  the  business  of  this  company  is  the 
handling  of  carload  lots  from  the  interchange  at  Shelburne  Falls.  The 
milk  business,  as  noted  above,  amounted  to  $975  for  the  year  ending 
June  30,  1916.  General  merchandise,  including  much  coal  and  cotton 
piece  goods,  constitutes  the  freight. 


Interchange. 
Junction  Points.  — This  company  does  not  interchange  with  any 
other  street  railways.  It  does  interchange,  however,  at  Shelburne  Falls 
directly  with  the  Boston  &  Maine,  as  noted.  This  is  a  carload  lots  business, 
the  cars  of  the  railroad  being  hauled  over  the  street  railway  company's 
lines. 

Oppoftunity  for  Development. 
The  authority  to  become  a  common  carrier  was  granted  in  a  special 
act,  upon  incorporation,  approved  Feb.  15,  1896.    The  company  states 
that  the  interchange  arrangements  with  the  Boston  &  Maine  at  Shelburne 


!    ii 


1918.] 


SENATE  —  No.  300. 


221 


Falls  are  very  satisfactory,  and  make  it  possible  for  them  to  render  very- 
good  freight  service  to  the  various  towns  on  its  lines.  There  are  no  other 
electric  lines  near  by  with  which  interchange  can  be  established. 

Swansea  &  Seekonk.* 

The  service  maintained  by  the  Swansea  &  Seekonk  Street  Railway 
Company,  successor  to  the  Providence  &  Fall  River  Street  Railway,  is 
from  Fall  River  to  Providence.  This  line  goes  through  Seekonk,  Barney- 
ville.  North  Swansea  and  Swansea  Center.  From  Swansea  the  cars  are 
run  into  the  terminal  at  Fall  River,  owned  by  the  Union  Street  Railway, 
over  the  Bay  State  lines.  In  Providence  the  cars  are  carried  into  the 
Rhode  Island  terminal  by  the  Rhode  Island  company. 

In  connection  with  the  Union  Street  Railway  through  cars  are  operated 
from  New  Bedford  to  Providence,  this  run  being  made  over  the  Union 
between  New  Bedford  and  Fall  River,  and  over  the  old  Providence  & 
Fall  River  from  Fall  River  to  Providence.  At  the  present  time  probably 
about  five  round  trips  per  day  are  made  between  Fall  River  and  Providence 
over  the  Swansea  &  Seekonk,  some  of  these  being  through  cars,  as  men- 
tioned above,  operated  in  connection  with  the  Union  from  New  Bedford 

to  Providence. 

Union. 

The  Union  Street  Railway  operates  a  trolley  freight  service,  having  a 
revenue  for  the  year  ending  June  30,  1916,  of  $44,162.85. 

Territory. 
Routes.  — The  principal  service  is  between  New  Bedford  and  Fall 
River. 

Terminals.  —  The  freight  terminals  are  located  in  the  above  two  cities. 

Service, 

Schedule.  — Yive  round  trips  daily  are  made  between  the  freight 
stations  in  New  Bedford  and  Fall  River.  The  running  time  is  one  hour. 
Six  freight  cars  are  used  on  this  service. 

Delivery.  —  In  the  towns  deliveries  are  made  along  the  line,  but  in 
the  city  deliveries  are  made  only  at  the  freight  stations.  The  company 
does  not  do  any  teaming  in  connection  with  this  service.  Shipments  are 
forwarded  by  express  to  points  on  other  lines. 

Commodities.  —  General  merchandise  is  transported  principally. 

Interchange. 

Juiction  Points.  —  Interchange  is  made  with  the  Bay  State  at  New 
Bedford  and  at  Fall  River.  The  New  Bedford  &  Onset  is  interchanged 
with  at  New  Bedford. 

Method.  —  Shipments  are  rehandled  at  these  points.  Through  rajbes 
are  established  with  these  lines.    No  interchange  charge  is  made. 


'I 


•u 


1  Operating  the  line  which  was  formerly  the  Providence  &  Fall  River. 


t   i 


222 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


> ' 


m 


Rates, 

The  rates  on  the  Union  are  said  to  be  generally  lower  than  steam  rail- 
road rates.  Express  rates  on  the  railroads  may  be  referred  to  in  this 
case  rather  than  freight  rates. 

Opportunity  for  Development. 

Extensions.  —  The  trolley  freight  service  has  been  favored  by  the 
various  towns,  but  at  present  no  extensions  are  necessary.  All  of  the 
following  cities  and  towns  granted  rights  to  the  street  railway  themselves: 
Dartmouth,  Fall  River,  New  Bedford  and  Westport. 

Co-ordination  with  Connecting  Lines.  —  The  Union  states  that  there  is 
a  possibility  that  more  co-operation  between  street  railways  and  steam 
railroads  might  result  advantageously. 


1918.] 


SENATE  —  No.  300. 


223 


Appendix    E. 


MUNICIPAL  OWNERSHIP  OF  STREET  RAILWAYS. 

MUNICIPAL  STREET  RAILWAYS  IN  THE  UNITED  STATES. 
Municipal  ownership  of  the  street  railways  in  the  United 
States  includes  less  than  one-quarter  of  1  per  cent,  of  the  total 
of  over  40,000  miles  of  track  operated.  Aside  from  a  few  pos- 
sibly isolated  cases  of  no  practical  significance,  the  following 
table  shows  the  municipally  owned  lines  in  1917  and  their 
single-track  mileage:  — 


I  Alexandria,  La.,  municipal  railway, 

K  Bismarck,  N.  D.,  Capitol  car  line, 

Lincoln,  111.,  municipal  railway,     . 
Monroe,  La.,  street  railway,    . 
Pekin,  III,  city  municipal  railway, 
San  Francisco,  Cal.,  municipal  railway, 
Seattle,  Wash.,  municipal  street  railway, 
St.  Louis,  Mo.,  water  works  railway,    . 
Tacoma,  Wash.,  municipal  railway, 
Yazoo  City,  Miss.,  PubUc  Service  Commission, 


Total, 


Miles. 

7.0 

1.5 

3.5 

10.0 

3.0 

44.0 

17.0 

7.0 

1.0 

4.0 

98.0 


These  lines  are  all  municipally  operated  with  the  exception  of 
the  Tacoma  municipal  railway,  which  is  operated  by  the  Tacoma 
Railway  and  Power  Company  under  a  seven  and  one-half  year 

lease. 

Information  was  requested  from  nearly  all  of  the  above  cities, 
and  the  detailed  information  which  follows  was  received  in  part 
directly  from  the  cities.  Additional  data  have  been  secured  from 
other  sources,  such  as  the  professional  magazines,  etc. 

San  Francisco,  Cal. 
The  municipal  railways  of  San  Francisco  comprise  a  total  of 
44  miles  of  single  track,  or  approximately  14  per  cent,  of  the 
total  of  about  315  miles  for  all  lines  in  the  city. 


i ' 


I 


m 


224 


REPORT  Ox\  STREET  RAILWAYS. 


[Feb. 


}  >4 


[I 

■i 


J5Jar/i/  History. 

Although  the  municipal  operation  of  street  railways  in  San 
Francisco  did  not  actually  begin  until  December,  1912,  the 
proposition  first  came  up  as  early  as  1896  in  connection  with 
the  effort  of  the  Geary  Street,  Park  &  Ocean  Railway  to  secure 
a  fifty-year  extension  to  its  franchise  on  Geary  Street,  which  was 
to  expire  in  1903.  The  board  of  supervisors  called  for  bids  for 
a  renewal  of  the  franchise  on  Aug.  3,  1896.  Several  district 
improvement  clubs  opposed  to  the  private  ownership  of  the  line 
secured  an  injunction  from  the  Superior  Court,  and  prevented 
the  board  of  supervisors  from  opening  the  bids  received.  For 
some  time  the  matter  remained  at  a  standstill  as  far  as  the 
railway  was  concerned,  until  in  June,  1898,  the  company  made 
another  application  for  a  fifty-year  extension.  The  same  oppo- 
sition was  encountered  as  before. 

One  of  the  first  moves  on  the  part  of  the  advocates  of  munic- 
ipal ownership  subsequent  to  the  second  refusal  of  the  city  to 
extend  the  franchise  of  the  Geary  Street,  Park  &  Ocean  Rail- 
way was  to  propose  a  bond  issue  to  secure  funds  for  the  recon- 
struction of  this  line  by  the  city.  At  this  time  the  company 
operated  cable  cars.  It  was  proposed  to  convert  this  line  into 
an  electric  road  and  extend  it  and  to  make  further  extensions 
to  it.  The  proposition  was  submitted  to  the  voters  on  Dec.  2, 
1902,  and  the  number  of  voters  favoring  the  bond  issue  fell 
short  of  the  necessary  two-thirds.  Shortly  after  this,  in  Febru- 
ary, 1903,  the  railway  company  made  its  third  application  for 
a  fifty-year  franchise  and  was  again  defeated.  The  result  pre- 
pared the  way  for  a  second  bond  election  on  Oct.  8,  1903,  and 
at  this  time  the  proposition  again  failed  to  carry. 

On  Nov.  6,  1903,  the  franchise  of  the  Geary  Street,  Park  & 
Ocean  Railway  expired.  On  the  advice  of  the  city  attorney  no 
written  agreement  was  entered  into  between  the  city  and  the 
railway,  but  the  latter  immediately  paid  5  per  cent,  of  its  gross 
earnings  into  the  city  treasury  in  return  for  permission  to  run 
its  cars.  This  arrangement  lasted  until  May,  1906,  when  the 
board  of  supervisors  declared  its  intention  of  rebuilding  the  road 
without  recourse  to  a  bond  issue.  For  this  purpose  $325,000 
with  which  to  begin  the  proposed  work  was  appropriated  the 
following  month  from  the  city  budget.  Plans  and  specifications 
were  made  by  the  city  engineer.  Construction  contracts  were 
being  prepared,  and  all  was  in  readiness  for  actual  construction 


224 


REPORT  ON  STREET  RAILWAYS.  [Feb. 


Early  History. 
Although  the  municipal  operation  of  street  railways  in  San 
Franeisco    d.d    not   actually    begin    until    December,    1912     the 

T^TT^T  ^'""'  "P  ""'  ""''-^  "^  '^^^  '"  connection  with 
the  effort  of  the  Geary  Street.  Park  &  Ocean  Railway  to  secure 
a  fifty-year  extension  to  its  franchise  on  Geary  Street,  which  was 
to  expire  m  1903.  The  board  of  supervisors  called  for  bids"' 
a  renewal  of  the  franchise  on  Aug.  3.  1896.  Several  district 
improvement  dubs  opposed  to  the  private  ownership  of  the  line 

re"b„«  7  f"'""'*'"  ''""  '^'  ^"P*""^  Court,  and  prevented 
the  board  of  supervisors  from  opening  the  bids  received.  For 
some  time  the  matter  remained  at  a  standstill  as  far  as  the 
railway  was  concerned,  until  in  June.  1898.  the  company  made 
another  application  for  a  fifty-year  extension.  The  same  oppo- 
sition was  encountered  as  before. 

One  of  the  first  moves  on  the  part  of  the  advocates  of  munic- 
ipal ownership  subsequent  to  the  second  refusal  of  the  city  to 
extend  the  franchise  of  the  Geary  Street,  Park  &  Ocean  Rail- 
way was  to  propose  a  bond  issue  to  secure  funds  for  the  recon- 
struction  of  this  line  by  the  city.     At  this  time  the  company 
operated  cable  cars.     It  was  proposed  to  convert  this  line  into 
an  electric  road  and  extend  it  and  to  make  further  extensions 
lono         ^  foPosition  was  submitted  to  the  voters  on  Dec.  2. 
1902    and   the  number  of   voters  favoring  the   bond   issue  fell 
Irv    ion.    !."''T"^  two-thirds.     Shortly  after  this,  in  Febru- 
ary   1903.  the  railway  company  made   its   third   application  for 
a  fifty-year  franchise  and  was  again  defeated.     The  result  nre- 
pared  the  way  for  a  second  bond  election  on  Oct.  8.  1903.  and 
at  this  time  the  proposition  again  failed  to  carry 

On  Nov.  6.  1903,  the  franchise  of  the  Geary  Street.  Park  & 
Ocean  Ra.lway  expired.     On  the  advice  of  the  city  attorney  no 
wrtten  agreement  was  entered  into  between  the  city  and  the 
railway,  but  the  latter  immediately  paid  5  per  cent,  of  its  gross 
earnings  into  the  city  treasury  in  return  for  permission  to  run 
Its  cars      This  arrangement  lasted  until  May.   1906.  when  the 
board  of  supervisors  declared  its  intention  of  rebuilding  the  road 
without  recourse  to  a  bond  issue.     For  this  purpose  S325.000 
•wi  h  which  to  begin  the  proposed  work  was  appropriated  the 
following  month  from  the  city  budget.     Plans  and  specifications 
were  made  by  the  city  engineer.     Construction  contracts  were 
being  prepared,  and  all  was  in  readiness  for  actual  construction 


"i     ^ 


.QjJ)EN  GATJS 


-LEGEM)- 

~     MUNICIPAL  RAILWAY  DOU 
'■•  •'  •*  SING 


BLE  TRACK  EXISTING 
SINGLE 
DOUBLE 
SINGLE 
■"  •'  *'  MOTOR  BUS  ROUTE      ' 

■—     UNITED  RAILROADS  DOUBLE  TRACK  EXISTING 

—  •'  '•    .        SINGLE 

■■"    CALIF.  ST.  CABLE  RY.  DOUBLE  TRACK 

—  BOUNDARY  LINE-TWIN  PEAKS  TUNNEL 

ASSESSMENT  DISTRICT. 


NAP 

€ITY  &    BOUNTY  OF 


m 


1918.] 


SENATE  —  No.  300. 


225 


work,  when  the  earthquake  and  fire  of  1906  occurred.  The 
records,  plans  and  estimates  were  completely  destroyed,  and 
negotiations  were  temporarily  abandoned. 

In  1907  the  proposition  was  again  advanced,  but  a  second 
appropriation  of  $720,000  for  rebuilding  a  portion  of  the  road 
was  declared  illegal  by  the  Superior  Court.  A  proposal  to  issue 
bonds  to  the  extent  of  $1,950,000  for  the  new  line  was  sub- 
mitted to  the  voters  on  June  24,  1909,  and  fell  short  of  the 
necessary  two-thirds  vote  by  203. 

Another  election  was  called  for  December,  1909,  however,  and 
two  municipal  railway  bond  issues  were  submitted  to  the  people. 
One  provided  for  $1,900,000  of  bonds  to  construct  an  electric 
line  on  Geary  Street  from  Market  Street  to  the  ocean;  the 
other  was  to  furnish  $120,000  with  which  to  construct  the  line 
down  Market  Street  from  Geary  Street  to  the  Ferries,  a  total 
of   $2,020,000.     Both   propositions   carried   by   a   vote   of   about 

3  to  1. 

To  bring  about  a  popular  vote  in  favor  of  municipal  owner- 
ship, therefore,  four  municipal  railway  special  elections  were  held. 
The  Geary  Street,  Park  &  Ocean  Railway  immediately  brought 
suit  in  the  Superior  Court  to  restrain  the  city  officials  from 
selling  the  bonds,  on  the  grounds  that  the  city  had  exceeded 
its  legitimate  rights  in  authorizing  the  issues.  The  courts  de- 
cided against  the  railway  and  held  that  the  bonds  were  valid 
in  every  respect. 

Construction  begins. 

After  the  bond  sales  began  in  July,  1910,  plans  and  speci- 
fications for  roadbed  construction  and  overhead  equipment  were 
prepared  by  the  city  engineer,  and  actual  construction  work 
commenced  in  the  summer  of  1911.  In  1913,  15.08  miles  of 
single  track  had  been  completed  and  put  in  operation.  Forty- 
three  new  cars  had  been  purchased,  and  a  reinforced  concrete 
carhouse  had  been  built  and  fully  equipped. 


'I'^l 


Geary  Street  Municipal  Railway. 
In  a  report  to  the  board  of  public  works  in  1913,  Leonard 
Levi,  head  bookkeeper  of  the  board,  and  in  charge  of  the  accounts 
of  the  municipal  railway,  gave  the  total  cost  of  the  railway  at 
that  time  as  being  $1,680,255.  This  figure  did  not  include  any 
allowance  for  the  $350,000  spent  for  plans  prepared  prior  to  the 
earthquake  and  fire  of   1906,   nor  the  cost  of  the  four  special 


i 


1 


226  REPORT  ON  STREET  RAILWAYS.  [Feb. 

elections,  amounting  approximately  to  $91,905.  In  the' cost  for 
llTLr"^  specifications  was  included  $32,418.  The  sum  of 
$35,984  was  allowed  for  engineering  and  expense  charges,  which 
IS  only  2.1  per  cent,  of  the  total  cost. 

1  ?nnZI  '^"  "^'^^  "''^'''^  ^''-  ^^^  ^^^^'  '^'  ^^"^P^^y  -P-^ated 
1,300  868  passenger  car  miles.     Total  passengers  carried  amounted 

to   9  723,177,   mcludmg  full-fare   revenue   passengers,   8,882,996, 
half-fare  revenue  passengers,  49,035,  revenue  transfer  passengers, 
49,543,    non-revenue    transfer    passengers,    631,363,    and    non- 
revenue    passengers,    110,240.     In    figuring    the    profits    for    the 
year  the  finance  committee  stated  that  it  added  such  charges 
as  would  have  been  made  against  a  private  corporation,  as  re- 
quired  by  the  charter.     These  charges  include  legal  and  clerical 
services  furnished   by  various  departments  of  the  city  govern- 
ment,  and   taxes   none  of  which   are   paid  for   by   the  railway. 
Ihe  profit  on  operations  for  the  year,  including  such  charges 
was  $45  304      The  net  profit  shown  when  no  allowance  is  made 
for  legal  and  c  erical  services  estimated  at  $4,588  and  taxes  at 
$3o,454  was  $85,346. 

Additional  Bond  Issue. 
At   an   election   held   on   Aug.   26,    1913,   an   additional   bond 
issue  of  $3  500,000  was  voted  for  the  construction  of  new  lines 
on    Van    Ness    Avenue,    Stockton    Street,    Eleventh    Street    and 

TZl^.^^"  "'^f  .^^"''^  ^''''''  ^^^  '^'  reconstruction   of 
the  lifth  Street  and  California  Street  line,  and  the  taking  over 

of  ^t^he  Lnion  Street  line  whose  franchise  expired  in  December, 

On    Dec.    11,    1913,    the   Presidio    &    Ferries    Street    Railroad 
Company,   commonly  called  the   Union   Street  line,   was   taken 
over  by  the  city,  the  franchise  having  expired  Dec.   10,   1913 
Ihe  franchise  price  was  determined  at  $312,535.72.     A  board  of 
arbitration   fixed   the   value  of  all   property  purchased   upon   a 
reproduction  cost  basis  minus  depreciation.     Following  the  Geary 
Street  example  the  city  purchased  new  cars  and  reconstructed 
the  roadbed      The  city  under  the  terms  of  purchase  took  over 
from    the    old    company    equipment,    stores,    track,    extra    rails, 
switches  and  29  cars.     The  purchase  included  the  entire  3.78 
miles   of   double   track.     In    1914   the   city   began   running   the 
mes   to   the   exposition   grounds.     The   city   now   has   a   trolley 
line  from  the  Presidio  to  the  Golden  Gate,  through  the  main 
wholesale  district,  north  beach  and  Harbor  View  section 


1918.] 


SENATE  —  No.  300. 


227 


Tunnels. 

The  Stockton  Street  tunnel  was  completed  and  put  into  opera- 
tion in  December,  1914,  at  a  contract  price  for  total  construc- 
tion of  $337,000.  The  amount  assessed  to  property  owners 
because  of  this  tunnel  was  $600,000.  Through  it  a  trolley  line 
is  laid  to  join  Market  Street  and  the  Geary  Road  with  the 
Presidio  and  Ferries  Street  line,  otherwise  known  as  the  Union 
Street  line,  thereby  connecting  the  center  of  the  city  with  the 
north  beach  and  exposition  grounds. 

The  Twin  Peaks  tunnel  was  recently  completed  at  a  cost  of 
approximately  $4,000,000,  In  order  that  transportation  may  be 
hastened  west  of  the  Twin  Peaks  tunnel,  the  city  is  trying  to 
make  arrangements  with  the  United  Railroads  for  the  use  of  its 
tracks  by  the  city's  cars.  A  temporary  mileage  basis  is  pro- 
posed by  City  Engineer  O'Shaughnessy  for  rental  payment  until 
the  acquisition  of  the  Parkside  lines  of  the  entire  United  Rail- 
roads system,  which  is  now  under  discussion. 

Fares. 
The  regular  cash  fare  is  5  cents.     School  tickets  are  sold,  as 
required  by  the  State  law,  at  half  rate. 

Wages. 
The  charter  provides  that  city  employees  cannot  be  paid  more 
than  the  limit  of  like  employment  elsewhere.  In  June,  1917, 
the  scale  of  wages  for  platform  men  was  37§  cents  an  hour. 
The  men  are  allowed  to  work  only  eight  hours  a  day.  While 
the  exposition  was  open  and  the  business  was  heavy  the  men 
worked  seven  days  a  week.  When  the  exposition  was  closed 
the  working  time  was  reduced  to  six  days  a  week.  Mechanics 
are  paid  according  to  the  union  wage  scale  prevailing  in  the 
various  branches  to  which  they  belong. 

Financial  Results. 
It  will  be  noticed  from  the  accompanying  tables  that  the  net 
profit  was  as  follows:  for  the  year  ending  Dec.  31,  1914,  $112,- 
475.79;  for  the  year  ending  June  30,  1915,  $82,135.30;  and  for 
the  year  ending  June  30,  1916,  $74,767.65.  In  a  note  given  at 
the  bottom  of  the  statement  it  is  said  that  the  true  net  profit 
for  the  year  should  be  the  net  profit  as  indicated  above,  ex- 
clusive of  taxes  and  comparison  charges  for  legal   and  clerical 


I 


h'? 


228 


REPORT  ON  STREET  RAILWAYS. 


fFeb. 


services.  Although  the  municipal  railway  does  not  have  to  make 
any  payments  for  taxes  or  legal  and  clerical  services,  the  proper 
basis  for  comparing  the  real  earning  capacity  of  the  property 
under  municipal  ownership  and  private  ownership  is  the  net 
profit,  which  has  been  properly  determined  after  allowances  have 
been  made  for  taxes  and  legal  and  clerical  services,  all  of  which 
would  have  been  borne  if  the  company  were  privately  owned. 

Depreciation. 
The  allowance  for  depreciation  and  renewals  is  computed  at 
14  per  cent,  of  the  gross  operating  revenues  instead  of  on  annual 
percentages  or  physical  value  of  the  property.  The  rate  of  14 
per  cent,  is  arbitrary,  being  based  on  Chicago  experience  as 
reported  by  B.  J.  Arnold  (12  per  cent.),  and  the  opinion  of 
V.  t.  Wilcox  as  expressed  in  a  paper  on  "Elements  of  a  Con- 
structive Franchise  Policy."  There  is  added  4  per  cent,  on  the 
gross  revenue  for  injuries  and  accidents,  this  percentage  being 
based  on  the  experience  of  the  United  Railroads  of  San  Francisco. 

Sinking  Funds. 
At  the  present  time  there  are  two  municipal  railway  sinking 
funds  m  operation,  -  one,  the  Geary  bond  redemption  fund 
amounting  to  $95,000  per  annum,  and  the  other,  the  Market 
Street  redemption  fund  of  $6,000,  making  a  total  of  $101  000 
per  annum.  In  addition  to  these  two  sinking  funds  already  in 
operation  there  is  one  for  the  municipal  street  railway  having 
a  bond  issue  amounting  to  $3,500,  which  begins  on  Dec  1 
1918,  at  the  rate  of  $100,000  per  annum. 

Future  Development. 
Arrangements  are  now  being  made  for  the  purpose  of  estab- 
lishing  a   plan   for   purchase   by   the   city  of  the   entire   United 
Kailroads  system.     This  system  comprised  269.92  miles  of  single 
track  in  1912.     Three  separate  valuations  of  the  property  are 
being  conducted  by  the  Railroad  Commission,  the  city  engineer 
and  the  United  Railroads.     All  of  these  valuations    are    making 
favorable  progress.     Although  the  plan  for  payment  in  case  of 
sale  to  the  city  has  not  been  agreed  upon,  a  firm  of  financial 
and  legal  experts  representing  the  majority  of  the  stockholders 
has  suggested  that  the  payments  be  distributed  over  a  term  of 
years. 


1918.] 


SENATE  —  No.  300. 


229 


Pbriod. 


To.a.  P^fit.  j  CgJPa^i- 


Net 
Profit  after 

deducting 
Comparison 

Charges. 


Dec.  28,  1912.  to  Dec.  31,  1913,  twelve  months, 
Jan.  1,  1914,  to  June  30,  1914,  six  months, 
July  1,  1914,  to  Dec.  31,  1914,  six  months, 
Jan   1,  1915,  to  June  30,  1915,  six  months, 
July  1,  1915,  to  June  30,  1916,  twelve  months. 
Total 


$85,345  80 
106,899  26 
110,629  77 
117,527  66 
250,663  86 


$671,066  35 


$40,041  33 
46,897  55 
57,167  91 
88,854  22 

175,896  21 


$408,857  22 


$45,304  47 
60,001  71 
53,461  86 
28,673  44 
74,767  65 


$262,209  13 


Note.  —  The  municipal  railway  pays  no  taxes,  nor  is  any  payment  made  for  services  rendered 
to  the  municipal  railway  by  other  departments  of  the  municipal  government.  The  above 
accounts  include  the  comparison  charges  required  by  Article  12.  section  16,  paragraph  3  of  the 
charter. 


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REPORT  ON  STREET  RAILWAYS. 


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1918.] 


SENATE  —  No.  300. 


231 


Seattle,  Wash. 
The   municipal   street  railway  of   Seattle   started   to   operate 
about   June    1,    1914,    completing    two    and    one-half    years    ot 
operation   on  Jan.    1,    1917,   and   during   this   period  has   shown 
heavy  financial  losses. 

Extent  of  System. 
There*  are  two  separate  lines  known  as   Division  A  and  C. 
Division  A,  which  is  within  the  city  limits,  has  approximately 
71  miles  of  equivalent  single  track  consisting  of  3|  miles  double 
and  i  mile  single  track.      Division  C  is  approximately  9  miles 
long,  4i  miles  lying  within  the  city  limits  and  4^  miles  outside. 
Division  A  and  C  are  widely  separated  -  about  3  miles  apart, 
in  opposite  ends  of  the  city.  Division  A  in  the  north  and  C  in 
the  south  end.     The   total   equivalent  single   track  mileage  in- 
cluding double  track,  single  track  and  side  track  of  both  divi- 
sions  is  approximately  17  miles.       This  represents  about  6^  per 
cent    of  the  total  258  miles  of  single  track  in  the  whole  city 
At  the  present  time  the  city  is  considering  the  proposition  of 
connecting  the  two  divisions  of  the  municipal  railway   and  of 
making  extensions  into  the  northwest  portion  of  the  city  called 
Ballard.     In  December,   1917,  the  city  passed  a  resolution  for 
the  issuance   and   sale  of  $125,000  of   municipal  street  railway 
bonds    and    $60,000   of   them   were   promptly    sold   by   popular 
subscription. 

I7ivestment. 
The  total  fixed  investment  in  Division  A  up  to  April  1,  1916, 
was  as  follows:  — 

.  $262,579 
,  .  .  87,241 
.       .       .       49,844 


Way  and  structures, 

Equipment, •     /j-    '    -/n 

Power  (substations  and  equipment,  including  site;. 


Total  plant  and  equipment,      . 
General  (including  interest  during  construction). 

Grand  total, 


$399,664 
13,500 

$413,164 


.  Division  C  was  a  gift  to  the  city  from  speculators  who  built 
the  line  at  a  cost  of  $116,000  to  sell  real  estate,  and,  finding  the 
property  a  heavy  burden,  presented  it  to  the  city. 


ii  i 


i; ' 


232 


■|' 


i 


( 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Fares. 

tickel^'for'sT  ^'  V'f  !.r'  ''"•  '  ''''^'''  ^"^  25  cents  or  25 
miles      Tr«n  f  '•'"*'  ^  ^°'  **•     Length  of  haul,  4^ 

m.Ies.  Iransfer  arrangement  is  made  with  a  bus  company  ex- 
tendmg  to  Ballard  to  take  passengers  from  this  line.  RaLay 
redee,„s  transfers  for  adults  at  3  cents  and  for  children  at  1^ 
cents.     Length  of  haul  on  bus  is  1.3  miles.  ' 

On  Division  C  passengers  are  required  to  pay  a  5-cent  fare 

Burifn     T?  "*  nv"?  ''''■■''""'"  ""'^'^^  to'co'ntin„rto  Lake 
cent  tickJ       ?  ;   "  '^^P^"'"''"*  °f  the  city,  however,  sells  4- 

o     titht  the"  ;    1?  ?""""'"  *°  "''•'  "'*'^°"*  *he  city  hmits 
or  w.thm  the  city  hmits,  or  a  continuous  ride  on  two  tickets 

A  specal  commutation  ticket  is  sold  at  a  rate  of  16  for  $7 

wh,ch  ,s  equivalent  to  a  through  ride  for  6i  cents.     Length  of 

haul  m^c.ty  .s  4J  miles;   outside  of  city  it  is  4i  miles,  -  a  totd 

The  rate  of  fares  on  privately  owned  lines  is  5  cents  The 
longest  nde  for  a  5-cent  fare  on  privately  owned  li„  s  f  16  97 
miles  and  there  is  no  charge  for  transfer  privilege.  The  only 
variation  ,n  the  rate  of  fare  on  privately  owned  Hnes  since  the 
r^unicipally  owned  street  railways  started  operation  has  been 
the  withdrawal,  under  the  sanction  of  the  Public  Service  Com" 
mission,  of  the  State  of  Washington  of  the  sale  of  4-cent  ticktrs. 

Wages. 

Conductors,   trainmen,   barnmen   and   trackmen  receive  $3.50 
per  day  of  eight  hours.     Barn  foremen  receive  $120  per  month 
The  superintendent  of  transportation  receives  $130  per  month 

Freight. 

On  Division  C  of  the  municipal  railways  freight  is  hauled,  but 
no  freight  is  handled  on  Division  A. 

Financial  Results. 
The   city  utilities  department  of   Seattle  has   charge   of   the 
operation  of  these  railways  and  the  reports  of  that  department 
mcluding  the  year  1916,  and  the  1915  report  of  the  Washington 
State   Bureau  of  Inspection   and   Supervision  of  Public  Office, 
show  the  following  figures:  —  <Jmce>. 


K 


REDUCTION 


RATIO 


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m  I 


1918.] 


SENATE  —  No.  300. 


Seattle  Municipal  Railways. 


233 


Miles  of  track,  .... 
Operating  revenues, 
Operating  expenses, 
Net  operating  revenue  (deficit), 
Deductions:  — 

Bond  interest. 

Depreciation, 
Total  deductions  (actual), 
Net  income  (deficit), 


Seven 

Months  ended 

December  31, 

1914. 


16.50 

$21,590  33 

27,808  64 

6,218  31 

7,875  00 « 

7,875  00 
14,093  31 


Year  ended 

December  31, 

1916. 


16.76 

$35,305  14 

51,025  61 

15,720  47 

17,718  75» 

8,233  23 

25,951  98 

41,672  45 


Year  ended 

December  31, 

1916. 


16.48 

$46,079  36 

56,171  91 

10,092  55 

19,125  00 
13,739  83 
32,864  83 
42,957  38 


I 


m 


I  On  $300,000  of  bonds. 


2  On  $425,000  of  bonds. 


Operating  expenses,  two  years,  seven 
Earnings,  two  years,  seven  months, 


Summary  of  Operation. 

months $135.006  16 

102,974  83 


Loss  from  operation. 
Loss  from  bond  interest,   ^ 
Loss  from  depreciation, 


$32,031  33 
44,718  75 
21,973  06 


Total  net  deficit  (two  years  and  seven  months), 


$98,723  14 


The  sums  indicated  for  depreciation  are  in  accordance  with 
the  figures  of  the  State  Bureau  of  Accountancy  for  Division  A, 
whose  rates  of  depreciation  for  the  year  1915  were  as  follows  :- 


Poles  and  fixtures, 
Distribution  system, 
Shop  and  car  houses. 
Equipment, 


Rate 
Per  Cent. 

10 

10 

2 

5  and  8^ 


No  provision  for  a  renewal  reserve  was  made,  however,  as  the 
operating  revenues  were  less  than  the  operating  expenses  The 
deterioration  in  these  structures  and  equipment  was  handled  by 
deducting  the  depreciation  from  the  investment  in  calculatmg 
the  taxable  value.  No  obsolete  property  was  placed  in  suspense 
account. 


U 


f 


\\l: 


234 


REPORT  ON  STREET  RAILWAYS. 


[Feb 


i 


I 


; 


lit 


lIR''? 


Total  Losses  to  Community. 

The  loss  shown   above  is  exclusive  of  interest  on   borrowed 

funds,    taxes,    overhead   charges   of   any   kind,    accountwTnd 

egal  expense    and  therefore  does  not  represent  the  tota    loss  to 

the  communuy.     The  following  figures  indicate  n,ore  fully  thl 

Total  loss  as  shown  above 

Loss  taxes,  two  years,  seven  months,' ^l''^  ^ 

Interest  on  borrowed  funds,  two  years,  seven  months,  .'       '        4  6^7  U 
L^htmg  department  loss  on  power,  two  years,  seven  months,"      29'? 22  It 

monthr°  "^^  ""*■  °"  ^°''  '""'''"''  '"°  y^^^^'  ^«^'- 

2,059  50 

Totalloss  for  taxpayers, .^^^^^^3 

Accounting  Services. 
of  Tt!  "It""'!  ^'''  *''•'  '^''"e^  °f  *3,000  for  accounting  services 

report  for  tt7;e:;T9:5:'as' Sr-  "'  '"'"^  ^'^'^^^  ^-^  ^*^ 

dirS  chalf oUhe'^fjf  1  ^''^  ''"""  "*"'*^  ^^P''^™-*'  -^ch  has 
is  chargedTo  o^rnr  '^'  ''''^''''''  """"^  ^'^'P'  «"  its  accounts, 

Taxes. 

Division   fof ''''"   '"   '"^^^*"'^"t  i»   P'ant  and   equipment   in 

tionTltlS  toTh   "'''''"^^'f  '''''''^'  ^^"^  which  deprecia- 
tion tor  1915  to  the  amount  of  $8,233  was  deducted,  leaving  a 

Sh    afd  PoteTc'  ''''•'''■     ^^  ^•'^  ^"^^*  «-"''  TraTon 
£ay-^fT,?9Sresrr^^^^^^^^^^^^ 

1.3398  per  cent,  on  its  railway  property.     On  the  basis  of  thl 


1918.] 


SENATE  —  No.  300. 


235 


.OCT.  «  nroDer  comparative  tax  charge  for  Division  A 
::rbTs;2r;e:r,y.  ^he  municipaUy  o-d  freet  ^i.W 
I  required  to  take  care  of  paving  and  planking  of  right  of  way 
to  correspond  with  improvement  of  the  abutting  portion. 

Interest  on  Borrowed  Funds. 

Sundry  sums  of  money  were  borrowed  from  the  general  and 
•   .."ifnndT  raised  by  taxation  and  used  to  pay  construction 
"  ell    ex pen-1  interest,  the  total  of  which  amounted 

ZmSl^l  on  Jan.  1.  1915.    Inter^t  on  this  amount  is    gur  d 
Of   ^  ner  cent    for  one  year,  amounting  to  $4,627.74,  altnougn 

e  ac'cumlted  interest'on  borrowed  funds  for  the  -t.e  period 
of  two  and  a  half  years  would  be  greater.     The  State  Bureau 
Inspection,  in  its  report  for  1915,  says:  - 

total  of  $111,679.79. 

Power  at  less  than  Cost. 

The  State  Bureau  of  Inspection,  in  its  report  for  1915,  after 

itinrthe   cost  of  production   of   power  by  the  municipal 

analyzmg   the   cost  oi   p  lighting   department  was 

lighting   department,   found  that  the  iignung       i- 

urnilhing  power  to  the  railway  at  less  than  its  cost,  and  m  its 

LTttl  report  of  the  street  railway  account  states  that     the 

iSal   ighting  d^  i^  ^-"•^'^^"^  P°""  'V"  T" 

Z  Tthetreft  railway  at  S0.0124  per  kijowatt-hour    bein 

S0.0123  less  than  the  P-ductio'i  co^t^    In  1915  •  •  •  th     shows 
a  lighting  department  loss  of  $11,648.98  ...        xne  ■>' 

,iJn{  nower  for  1914  and  1916  was  greater  than  in  1915, 
ITtrfi  urrsholTng  this  loss  for  two  and  a  half  years  are 
bid  on  the  1915  loss,  which,  if  anything,  is  low  and  amounts 

to  $29,122.45. 

Franchise  Tax. 
The  item  of  2  per  cent,  of  the  gross  --iptsU  shown  as  a 
loss  because  that  is  the  franchise  tax  required  of  private 
ways  operating  in  Seattle. 


II 


V  ' 


lilii 


236 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Future  Prospects. 
In  response  to  a  recent  resolution  by  the  counoll    A    T    v  i 

-  no.  .„.  L  .«.«:r:.;^"L'':j™.iT;z  ts 

even  though  an  extension  is  made  into  R.ll.rH     ^u  •        ' 

is  made  with  the  assumption  that  th  ^wHl    e  no  radSlT"''' 

irtlf  v1  "f "  transportation  to  reduce  the  ^o S  ^a t  o'n" 
age.     Mr.  Valentine  believes  that  Division  C  ««,  «f  r..       V 

would  have  been  and  will  K.  government  canal  into  what 

of  the  bridge tas  deUyed  seve  afZ!  Ih^r     ^""^  ''""'^'"« 
cations,   and   eonse^ue^lt..   the  l^:  l^Zt 7^-.^^ 

yer:?it:^:27n;e'^t\r""d',"  ^  ■--  ^-  ^""'- 
ciuring  this  rnT:nd?;rroru  ;i:rbV°'"^'"^'' 
^t^:'j:-^^  --  .^^^t^ter-X: -- 

Bismarck,  N.  D. 
The   Capitol   car  line   at   Bismarck     x^\ih    i  f;        i         i.     .     , 
track,  is  owned  and  operated  brthrJl      ,  t '^  "'  ^^  '^"^'"     ' 

traflic  possibilities  and  earnine  canaritv    «o  r.^  i     •  ^'^^^^^^^ 

p.*  o„.„.,  „  .„, .  l,:^":l vj;7is»r,s 

Lincoln,  III. 


1918.] 


SENATE  —  No.  300. 


237 


for  extra  services.  A  fare  of  5  cents  is  charged  w.th  the  privilege 
of  free  transfer.  The  railway  is  subject  to  no  special  taxes.  It 
is  only  required  to  improve  right  of  way  in  the  same  manner  as 
abutting  highway,  and  to  keep  the  same  in  repair.  No  deaning 
or  watering  or  removal  of  snow  is  required.  The  railway  handles 
no  express  or  freight  matter  of  any  kind. 

Monroe,  La. 

Monroe  is   a  small  city  of   about   12,000  people.     This   niu- 

nicipal  railway,  comprising  10  miles  of  single  track,  is  operated 

by  the  city  and  run  in  connection  with  the  water   and  light 

plant.     The  rate  of  wages  is  20  to  27  cents  per  hour.     The  rate 

of  fare  is  5  cents.  ,. 

The  following  is   a   financial   statement  for   the   year   ending 

April  24,  1914:  — 

Operating  revenues  (railway  operating), ' 

Operating  expenses  —  ^^  ^^^ 

Exclusive  of  power,^ 15562 

Labor,  trainmen, •       •       *       *  4928 

Labor,  car  barn, ^'^^ 

Labor,  track, '^Qg 

Labor,  new  car  barn, ^^gg 

Maintenance  of  track, •       •       *       *  5446 

Maintenance  of  cars, '  ^^ 

Miscellaneous  maintenance, ^^ 

Trolley  maintenance, ^^^ 

Freight  and  express, ^  ^^3 

New  car  barn, 1664 

Track  extension, .'  ^q 

Net  operating  revenue,  exclusive  of  power  cost,         .       •       •  o,^'^^ 

Bonds  outstanding, 

Pekin,  III. 
Pekin  has  a  population  of  13,500,  and  has  one  street  railway 
line  of  3  miles  of  single  track  which  has  been  municipally  oper- 
ated since  June,  1915.  It  is  a  continuous  line,  no  transfers  being 
necessary,  and  a  5-cent  fare  is  charged.  The  total  cost  of  the 
line  and  its  equipment,  including  car  barns,  switches  and  turn- 
outs, is  about  $52,000.  It  was  installed  under  an  act  of  the 
Legislature  providing  for  the  municipal  ownership  of  street  rail- 

.  Cost  of  power  not  determinable,  inasmuch  as  amount  expended  ia  not  separated  for  raU- 
way,  light  and  water  departments. 


; 


1 


I 


L  y  i  ■» 


238  REPORT  ON  STREET  RAILWAYS.  [Feb. 

way  systems.     The  city  owns  five  cars,  and  operates  two  regu- 

iaf  now  "',  '"  r'^"  ''^  °'=^''^'°"  '^'^--d'     The  company 

has  now  a  surplus  of  more  than  $5,000  after  having  purchased 

two  new  steel  cars  at  a  cost  of  86,500.     Recently  the  car  ba  ns 

were   enlarged   and   new   machinery   and   equipment  purchas  d 

a  mo'":h  "th°T*''  "'*'  '""'  '"^"'  '""^'^  °f  -'^°-  --ve  $65 
a  month    the  foreman  receiving  $75  a  month.     The  current  is 

purchased  from  the  Central  Illinois  Light  Company.     The  city 
has  retired  such  bonds  as  have  matured  in  the  last  few  years 
and  now  contemplates  an  extension  of  the  line.     Following  Ts  a 
statement  of  the  earnings  and  expenditures  of  the  PekTnIt  eet 
Railway  from  May  4,  1915,  to  Sept.  1,  1916. 

Total  gross  receipts  for  the  period,      .  „  -  -,-  „„ 

Total  expenditures  for  the  period,  •       •       .       .   S15,/37  88 

' 10,665  14 

Receipts  in  excess  of  expenditures, $5,072  74 

The  following  statement  shows  the  receipts  and  expenditures 
of  the  construction  account  from  April  1,  1916,  to  Feb.  1,  1916  - 

Receipts. 
Received  from  the  sale  of  bonds, 

Received  from  the  interest  on  the  bonds  *       *       * 

Received  from  the  old  rail  and  poles  sold  *       *       '       * 
Received  from  the  insurance  on  street  car  burned    *       ' 


$48,000  00 

181  80 

15  20 

2,210  00 


Total  receipts, 


•       • 


Expenditures. 
Refunded  to  the  city  for  cash  advanced. 
Paid  old  street  railway  company  for  their  interest, 
i  aid  contracts  as  per  contracts  extras 
Paid  for  building  car  barn,  track,  etc 
Paid  for  two  lots  for  car  barn. 
Paid  city  engineer  and  assistants, 
Paid  inspector, 


to  barn, 


.   $50,407  00 


$856  01 

8,500  00 

37,429  50 

2,244  14 

625  00 

367  60 

385  75 


Total  expenditures, 


$50,407  00 


St.  Louis,  Mo. 

This  municipally  owned  and  operated  railway  is  run  in  ..n 
nection  with  the  Water  Works  «nH  ha.         ^^  '^  '^"'^  '^  ^o'^" 
of  7  miles    of  wl.,vwi  •   V  ^^^  ^  ^'"^^^  ^'•^ck  mileage 

miles,  of  which  41  is  first  main  track.     Operation  began  in 


1918.] 


SENATE  —  No.  300. 


239 


1901  and  the  traffic  handled  was  freight  and  employees  of  the 
Water  Works  Department.  Prior  to  August  1913,  no  fares  were 
charged,  all  passengers  being  carried  on  passes.  Since  that  time, 
only  citv  employees  and  employees  of  contractors  doing  work 
for  the^city  are  carried  on  passes.  The  fares  charged  for  all 
other  passengers  are  as  follows:  cash  fare,  5  cents;  8  adult  or 
16  children's  tickets  for  25  cents.  Tickets  sold  at  Boden  station 
throughout  the  day.     Children's  tickets  sold  by   conductors,   3 

■ffjT  ^  cents 

For  the  year  ending  March  31,  1915,  the  road  operated  at  a 
deficit  of  $14,143.  This  result  is  principally  due  to  the  large 
amount  of  non-revenue  business.  In  this  year  only  207,760 
passengers,  out  of  a  total  of  560,528  passengers  carried,  paid 
fares.  Consequently,  the  deficit  of  $14,143  is  not  an  indication 
of  the  merits  or  demerits  of  the  road,  on  account  of  the  large 
non-revenue  service  which  is  furnished. 

MUNICIPAL  STREET  RAILWAYS  IN  CANADA. 

In  1916  the  Canadian  street  railways,  both  private  and  mu- 
nicipal, comprised  a  total  of  1,765.63  miles  of  first  mam  track. 
Municipal  railways  operating  in  a  total  of  16  cities  had  a  first 
main  track  mileage  of  294.7  miles,  or  about  17  per  cent,  of  the 
mileage  of  all  the  Canadian  street  railways. 

The  operating  results  on  the  municipally  owned  railways 
were,  on  the  whole,  very  unsatisfactory.  Out  of  the  16  cities 
having  municipal  railways  10  showed  deficits  for  the  year  ending 
June  30,  1916,  amounting  in  all  to  $427,840,  as  follows:  — 


Brandon, 
Brantford,    . 
Edmonton,   . 
Fort  William, 
Lethbridge,  . 
Nelson, 
Port  Arthur, 
Regina, 
St.  Thomas, 
Toronto, 


Total  deficit. 


$19,501 

1,196 

110,743 

56,109 

18,361 

1,492 

52,456 

93,109 

4,974 

69,989 

$427,840 


The  remaining  6  reported  net  incomes  in  excess  of  expenses 
and  fixed  charges,  amounting  in  all  to  $143,022,  as  follows:  - 


m 


■  .  I 


I 


m 


240 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Kitchener  and  Waterloo, $7,881 

Calgary, 79,309 

Guelph, 9,876 

London  and  Port  Stanley, 23,913 

Peterborough, 8,521 

Saskatoon, .'       .       .  13,522 

* 

Total  net  income, $143,022 

For  the  municipally  owned  railways,  as  a  whole,  this  means 
a  resultant  deficit  for  the  year  of  $284,818. 

The  operating  results  on  privately  owned  lines  for  the  same 
period  showed  a  total  deficit  of  $457,229  and  a  net  income  in 
excess  of  expenses  and  fixed  charges  of  $5,596,547,  or  a  resultant 
net  income  for  privately  owned  lines,  as  a  whole,  of  $5,139,318. 

The  table  on  page  242  shows  the  operating  results  on  mu- 
nicipally owned  lines  in  Canada. 

Communications  were  sent  to  practically  all  of  the  Canadian 
cities  having  municipal  street  railways.  The  information,  in 
addition  to  that  shown  in  the  table  "Municipal  Street  Rail- 
ways in  Canada,"  was  obtained  directly  from  certain  of  the 
cities. 

It  is  interesting  to  note  that  the  Province  of  Ontario  has 
special  provisions  with  regard  to  street  railways.  The  Ontario 
Railway  Act  of  1914  provides  that  no  municipal  council  shall 
grant  to  a  street  railway  company  any  privilege  under  that  act 
for  a  longer  period  than  twenty-five  years;  at  the  expiration  of 
the  period  of  twenty-five  years  the  municipal  corporation  may, 
after  giving  to  the  company  one  year's  notice  prior  to  the  ex- 
piration of  the  period  limited,  assume  the  ownership  of  the 
street  railway  and  its  property  used  in  the  working  of  the  rail- 
way on  the  payment  of  the  actual  value  there,  to  be  determined 
by  the  Ontario  Railway  and  Municipal  Board.  If  the  munici- 
pality does  not  exercise  the  right  of  purchase  at  the  end  of  the 
franchise  term  it  may  exercise  like  right  at  the  expiration  of 
any  five  years  on  giving  one  year's  notice,  and  the  privileges  of 
the  company  continue  until  ownership  is  assumed  by  the  mu- 
nicipality. 

The  Municipal  Franchise  Act  of  1914  provides  that  a  mu- 
nicipal council  shall  not  grant  to  any  person  or  company  a  fran- 
chise to  operate  a  railway  on  its  streets  until  a  by-law  setting 
forth  the  terms,  conditions  and  period  of  the  franchise  has  been 


r> 


\ 


.1 


1918.J 


SENATE  —  No.  300. 


241 


voted  on  and  approved  by  the  council  of  electors.  A  majority 
of  those  electors  voting  is  sufficient  authority  to  the  council  to 
grant  the  franchise. 

Note.  —  Subject  to  the  above,  the  franchise  may  be  granted 
subject  to  such  stipulation  and  conditions  as  to  payment  by  the 
company  of  mileage,  percentage  on  receipts,  etc.,  as  may  be 
agreed  on  between  the  municipality  and  the  company. 


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1918.] 


SENATE  —  No.  300. 


243 


Brantford,  Ont. 

There  are  two  divisions  of  the  municipal  railway  lines  in 
Brantford,  —  the  city  lines  and  the  suburban  lines  to  Paris, 
about  7  miles  distant,  owned  and  operated  by  the  municipality 
of  Brantford  and  taken  over  from  a  private  company  in  August, 
1914,  on  account  of  the  non-performance  of  the  several  franchises 
and  contracts  made  from  time  to  time.  The  whole  system  com- 
prises 29.96  miles  of  first  main  track.  The  ordinary  fare  is 
5  cents.  Tickets  good  at  all  hours  may  be  bought  6  for  25 
cents.  Tickets  good  only  from  6  to  8  a.m.,  12  to  2  p.m.,  and 
5  to  7  P.M.  are  sold  8  for  25  cents.  Children  pay  a  3-cent  cash 
fare.  The  longest  distance  in  the  city  for  a  single  fare  is  about 
\\  miles.  The  suburban  single  fare  to  Paris  is  15  cents,  return 
20  cents,  and  transfer  to  city  line,  no  charge  being  made  for 
transfer.  These  are  the  same  fares  as  charged  by  the  company 
previous  to  public  ownership.  The  property  taken  over  by  the 
city  was  in  a  poor  financial  condition.  The  operating  account 
for  last  year  was:  revenue,  $97,737;  bonds  and  debenture 
interest,  $19,750;  operating  expense,  $68,369;  depreciation  and 
sinking  fund,  $10,814;  and  deficit,  $1,196.  It  is  expected  that 
the  present  year  will  result  in  a  surplus.  The  suburban  line 
carries  freight  in  a  special  car.  The  wage  schedule  is  from  23 
to  26  cents  per  hour.  Public  ownership  has  not  affected  the 
rate  of  wages  to  any  extent. 

The  street  railway  does  not  pay  any  taxes  other  than  paving 
improvement  and  maintenance  between  tracks. 


I  If* 


Calgary,  Alberta. 

Population  estimated,  60,000. 
Calgary,  like  many  other  western  Canadian  cities,  during  the 
boom  days  of  1909  to  1913,  over  constructed  in  anticipation  of 
continued  growth.  Construction  was  started  in  May,  and  opera- 
tion was  commenced  July  5,  with  the  following  growth  in  five 
years:  — 

July  5,  1909,  2  cars,  3  miles  track. 
July  5,  1910,  15  cars,  16|  miles  track. 
July  5,  1911,  22  cars,  26^  miles  track. 
July  5,  1912,  48  cars,  54  miles  track. 
July  5,  1913,  65  cars,  70^  miles  track. 
July  5,  1914,  79  cars,  71 J  miles  track. 


■it 


% 


■1- 
1^ 


t 
f 


244 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Three  and  a  half  miles  were  added  to  Sarcee  military  camp  in 
1916,  making  a  total  of  75  miles  of  single  track,  and  91  cars 
of  all  classes,  at  a  total  cost  of  $2,225,000. 


h   I 


■i 


.;.■» 


( 


%\ 


r' 


One-man  Car  System. 
One-man  car  operation  was  adopted  in  1914  on  three  outside 
stub  lines,  and  in  June,  1916,  six  additional  one-man  cars  were 
added  to  the  system.     These  cars  were  of  the  single-truck  type, 
with  a  single  door  at  the  front  being  used  for  both  entrance 
and  exit.    In  January,  1917,  these  small  cars  were  designed  with 
front   entrance    and   exit   and   an   emergency   exit   at   the   rear. 
They  were  received  with  favor,  and  in  March  these  cars  were 
replaced  with  the  double-truck  type  having  a  seating  capacity 
of  40  passengers  in  the   main  body,   and   12  passengers  in  the 
rear  smoker.     This  type  of  car  was  so  popular  that  10  more 
cars  were  reconstructed  and  placed  on  two  cross-town  lines  on 
April  22.     On   May  21,   6   more  cars  were  reconstructed  of  a 
larger  type,  46  feet,  6  inches  long,  seating  60  passengers,  and 
placed   on   another   cross-town   line.     On   July   9,    8   additional 
41 -foot  cars  were  reconstructed  and  placed  on  two  lines  oper- 
ating on  long  grades  of  8  to  10  per  cent.,  and  since  then,  by 
resolution  of  the  city  council,  all  other  lines  have  been  changed, 
until  now  the  railway  operates  72  cars,  and  they  are,  respectively, 
32  feet  long,  41  feet,  6  inches,  and  46  feet,  6  inches.     All  of 
these  one-man  cars,  except  on  two  lines  on  which  service  was 
increased,  are  operating  on  the  same  schedule  time  as  they  were 
formerly   operated  by   two   men.     The  speed  is  from   8   to   12 
miles  per  hour  on  a  headway  of  from  five  to  thirty  minutes  on 
their  respective  runs,  which  are  so  arranged  that  through  the 
city  there  is  an  average  headway  of  from  one  to  two  minutes 
each  way.     Under  existing  conditions  it  would  not  be  possible 
to  pay  two  men  and  give  the  public  a  service  of  over  50  cars. 
On  a  one-man  basis  about  one-third  more  service  can  be  given. 
Calgary  is  now  probably  operating  the  largest  exclusively  one-man 
car  system  in  the  world. 

Fares, 
The  fares  charged,  including  transfer  privileges,  are  5  cents 
cash;  6  regular  tickets  for  25  cents,  or  25  tickets  for  $1;  work 
tickets,  good  from  6  to  8  a.m.,  and  from  5  to  7  p.m.,  are  sold 
8  for  25  cents.  School  tickets,  good  to  and  from  school,  and 
tickets  for  children,  10  for  25  cents.  About  80  per  cent,  of  the 
passengers  use  tickets. 


1918.] 


SENATE  —  No.  300. 


245 


Wages 

(Cents 

per 

Hour). 

Motormen  and 

Conductors, 

Two  Men  on 

Car. 

Motor  Con- 
ductors, One 
man  on  Car. 

First  year, 

9                          • 

32 

37 

3  to  6  months,    . 

•                           • 

33 

38 

4  to  6  months,    . 

•                           • 

34 

39 

5  to  6  months,    . 

*                          • 

35      . 

40 

6  to  7  months,    . 

•                           • 

36 

41 

7  to  8  months  and  after,    . 

•                           • 

37 

42 

(  , 


Economy  of  Operation. 

From  the  above  wage  schedule,  on  which  all  men  practically 
receive  the  maximum  wage,  it  will  be  seen  that  two  men  cost 
74  cents,  and  one  man  42  cents,  per  hour,  representing  a  plat- 
form saving  of  32  cents  per  hour.  The  largest  number  of  hours 
operated  during  July  by  one-man  cars  in  one  day  was  950 
hours,  which,  multiplied  by  32  cents,  shows  a  saving  of  $304 
in  labor  over  the  old  or  regular  wage.  This  occurred  on  July  1, 
Dominion  Day,  and  time  and  a  half  was  allowed,  or  $1.11  for 
two  men,  and  63  cents  for  one  man,  —  a  difference  of  48  cents 
for  950  hours,  or  $456  for  that  day.  At  the  present  time  the 
railway  is  operating  an  average  of  860  car  hours  per  day  at  a 
saving  of  $275  per  day,  or  approximately  $100,000  per  year. 

The  company's  records  show  that  the  operation  of  one-man 
cars  has  not  in  any  way  decreased  traffic,  but  has  served 
rather  to  increase  it.  With  the  location  of  the  fare-box  before 
all  the  passengers  in  the  car,  those  entering  who  might  desire 
to  pass  the  box  should  the  motor  conductor  not  be  watching  it, 
would  hesitate  doing  so,  in  view  of  the  public,  and  the  oper- 
ator's acts  are  also  in  view  of  the  passengers. 

Safety  of  Operation, 
During  the  entire  period  of  the  operation  of  one-man  cars 
the  railway  has  not  had  a  single  step  accident,  and  only  one 
slight  accident  to  a  vehicle  which  could  be  attributed  to  one- 
man  operation.  All  other  accidents  were  of  a  class  that  would 
occur  between  vehicles  and  cars  in  congested  districts  under  a 
two-man  system. 


m 


I 


m 


246 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


I 


it;  k  ■ 


¥^^' 


|;         ^.L 


" 


Financial  Results.  ^ 

For  the  year  ending  June  30,  1916,  the  municipal  railway 
reported  gross  earnings  from  operation  amounting  to  $548,494; 
miscellaneous  earnings,  $15,877;  operating  expenses,  $375,777; 
taxes,  funded  debt,  etc.,  $109,284;  and  a  final  net  income  of 
$79,309. 

Conclusion. 
Mr.  Thonias  H.  McCauley,  superintendent  of  the  Calgary 
Street  Railway,  is  of  the  opinion  that  under  present  conditions 
the  one-man  car  is  the  only  solution  of  the  problem  of  more 
economical  operation  on  many  lines  in  large  cities,  and  for  the 
entire  system  in  cities  up  to  75,000  inhabitants. 

Edmonton,  Alberta. 
Edmonton  is  a  city  of  about  70,000  inhabitants.  Its  munici- 
pal railway  comprises  52.37  miles  of  first  main  track.  In  1913 
its  railway  carried  2,588,319  passengers  at  a  5-cent  fare;  8,476,- 
170  at  a  4i-cent  fare;  1,543,040  at  a  4-cent  fare;  1,771,344  at 
a  3j-cent  fare;  and  702,104  (school  children)  at  a  2i-cent  fare. 
In  the  year  ending  June  30,  1916,  the  net  deficit  was  $110,743. 
For  1917  the  deficit  was  $119,598.  These  figures  are  computed 
on  the  basis  of  all  charges,  including  depreciation.  In  1913  a 
firm  of  chartered  accountants,  who  were  employed  to  make  an 
investigation  of  the  finances  of  the  city,  reported  that  the  rate 
paid  for  power  by  the  municipal  railway  was  too  high.  The 
rate  in  force  at  that  time  was  2.2  cents  per  kilowatt  hour. 
There  were  other  reasons,  in  the  opinion  of  the  auditors,  why 
the  street  railway  was  a  losing  proposition,  notably,  the  geog- 
raphy of  the  city  and  the  fact  that  the  railway  was  being  de- 
veloped for  the  future  rather  than  for  the  present  needs  of  the 
city.  The  auditors  advised  that  the  price  of  power  used  by  the 
street  railway  be  reduced  to  cost  and  the  fares  be  raised  to  a 
5-cent  basis,  reducing  fares  only  to  workingmen  and  children. 


'i 


r* 


Lethbridge,  Alberta. 

Leth bridge  has  one  street  railway  which  is  municipally  owned 

and  operated.     The  road  was  completed  and  put  into  operation 

in  August,  1912.     It  now  has  11  miles  of  first  main  track.     The 

regular  fare  is  5   cents.     Workingmen's   tickets  are  sold  6  for 


I  s  ".1  Ik 


•:<*'. 


1918.] 


SENATE  —  No.  300. 


247 


25  cents,  and  children's  tickets  10  for  25  cents.  The  street  cars 
are  operated  under  a  one-man  system.  Motormen  are  paid  at 
the  rate  of  from  36  to  38  cents  an  hour,  the  head  motorman 
receiving  41  cents  an  hour.  The  railway  pays  taxes  to  the  city 
on  the  same  basis  as  a  private  company  would.  In  1916  the 
taxes  paid  amounted  to  $5,604.23. 

The  road  has  always  more  than  paid  ordinary  operating  ex- 
penses, but  it  has  never  earned  enough  to  pay  for  interest 
charges,  taxes,  sinking  fund,  etc.  This  failure  is  due  in  large 
part  to  the  line  being  extended  into  a  sparsely  settled  district. 
In  1916  the  road  showed  gross  earnings  amounting  to  $46,853; 
operating  expenses  of  $41,039;  taxes  and  funded  debt,  etc., 
$24,175;    and  a  resulting  net  deficit  of  $18,361. 

The  general  provision  with  regard  to  surpluses  or  deficits  is 
to  reduce  the  rate  of  taxation  in  the  case  of  a  surplus  arising, 
and  to  increase  the  rate  of  taxation  in  the  case  of  a  deficit. 


|<ii 


m 


Port  Arthur,  Ont. 

There  is  only  one  street  railway  in  Port  Arthur,  and  it  has 
always  been  operated  by  the  city.  It  began  operation  in  1893, 
and  now  has  12.43  miles  of  main  track.  The  fare  is  5  cents. 
Tickets  are  sold  at  the  rate  of  6  for  25  cents.  Sunday  tickets, 
from  5.30  to  12  p.m.,  are  sold  at  the  rate  of  8  for  25  cents.  A 
night  car  is  operated  from  12  p.m.  to  5.30  a.m.,  for  which  a 
strict  cash  fare  of  10  cents  is  charged.  Workingmen's  tickets, 
8  for  25  cents,  are  good  from  5.30  a.m.  to  8  a.m.,  and  from  5.30 
P.M.  to  7  P.M.,  and  all  day  Sunday.  Children's  tickets,  for 
school  children  under  fourteen  years  of  age,  are  good  for  all  day, 
and  are  sold  at  the  rate  of  8  for  25  cents.  War  veteran  tickets, 
good  for  all  day,  are  sold  at  the  rate  of  8  for  25  cents.  No 
charge  is  made  for  transfers.  A  new  system  of  fares  w^as  in- 
augurated July  1,  1917,  whereby  an  additional  fare  is  charged 
for  rides  outside  of  the  city  limits.  The  longest  ride  for  a  single 
fare  is  9|  miles.  The  income  deficit,  $52,000  for  1916,  is  made 
up  by  the  taxpayers,  and  any  profit  is  used  for  the  reduction 
of  taxes.  The  deficit  or  surplus  is  taken  care  of  by  the  in^ 
creasing  or  reducing  of  the  general  tax  rate  in  the  city  for  each" 
respective  year.     No  express  or  freight  business  is  handled. 

The  rate  of  wages  for  employees  is  as  follows,  conductors  and 
motormen  paid  alike:  first  six  months,  30  cents  per  hour;  next 
eighteen  months,  33  cents  per  hour;  after  eighteen  months^ 
36  cents  per  hour. 


i.W 


i^, 


^ 


■I 


til 


248 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


p  1 


k 


■".4 


Uniforms  are  furnished  every  year  and  overcoats  every  other 
year,  the  employee  paying  one-quarter  of  the  cost.  One-man 
cars  have  now  been  operated  on  belt  lines  for  the  past  two 
years  with  success,  and  may  later  be  operated  on  the  main  line. 

The  street  railway  does  not  pay  taxes,  bu  is  charged  with 
the  maintenance  of  the  street  between  points  2  feet  on  either 
side  of  the  track  rail. 

Regina,  Sask. 

The  Regina  municipal  railway  has  31.35  miles  of  first  main 
track.  The  financial  results  of  the  railway  have  been  very 
unsatisfactory.  In  each  one  of  the  years  1914,  1915,  1916  it 
has  shown  a  deficit  (after  deducting  all  expenses  and  charges), 
which  in  1915  amounted  to  $109,755  and  in  1916  to  $93,019. 
For  the  year  ending  Dec.  31,  1917,  an  improvement  is  expected, 
the  deficit  being  estimated  at  $66,979. 

City  Commissioner  Thornton's  report  for  the  ten  months, 
Jan.  1  to  Oct.  31,  1917,  shows  the  following  facts  concerning 
the  municipal  railway.  Transportation  has  been  and  continues 
to  be  afforded  street  railway  patrons  in  Regina  at  less  than 
actual  cost.  The  fares  are  to-day  the  same  as  when  the  road 
was  built,  in  1911,  in  spite  of  universal  increases  in  expenses. 
There  is  before  the  city  council  a  recommendation  that  a  straight 
5-cent  cash  fare  be  adopted.  Efforts  are  also  being  made  to 
reduce  operating  expenses.  In  this  connection  there  is  now  under 
consideration  the  question  of  one-man  car  operation.  It  is  ex- 
pected that  the  present  cars  can  be  equipped  for  such  operation 
at  a  cost  of  about  $200  a  car.  It  is  estimated  that  a  reduction 
in  expense  of  $30,000  a  year  can  be  effected  by  this  plan. 

By  a  comparison  made  recently  between  the  Calgary  one- 
man  car  system  and  the  system  then  in  operation  in  Regina, 
the  following  facts  were  ascertained.  The  results  for  one  day 
were  contrasted.  In  Calgary,  with  a  total  of  815  car  hours 
operated,  the  revenue  was  $2.13  a  car  hour  against  326  car 
hours  in  Regina  with  a  revenue  of  $1.73.  This  indicates  that 
the  traffic  in  Calgary  is  heavier  than  in  Regina.  The  cost  for 
operator's  wages  a  car  hour  was  42  cents  in  Calgary  against 
72  cents  in  Regina.  In  the  ten  months'  period  the  Regina 
municipal  railway  was  operated  87,500  car  hours,  which,  on  the 
Calgary  basis,  would  represent  a  saving  in  operating  expense 
of  $26,250.  Mr.  Thornton  concludes  that  rates  should  be  charged 
for  utility  services  sufficient  to  pay  all  expenses,  including  capi- 
tal charges,  depreciation,  obsolescence  and  taxes,  as  well  as  all 
ordinary  operating  expenses,  and  that  it  is  altogether  unfair  to 


.It 


1918.] 


SENATE  — iNo.  300. 


249 


the  rate  payer  as  such  that  he  should   be  taxed  for  a  service 
rendered  to  the  railway  patron  as  such. 

In  the  following  table  the  figures  for  the  years  ending  De- 
cember 31,  1914-1915-1916  are  actual.  Those  for  1917  are  based 
upon  the  actual  results  for  the  ten  months  January  1  to  October 
31,  increased  proportionately  to  cover  the  whole  year. 


Revenue, 

Passengers  carried. 
Operating  expenses,     . 
Fixed  charges,      .    .    . 
Total  operating  exp>en8es. 
Operating  surplus  deficit. 
Total  deficit, 


1914. 


1915. 


1916. 


$219,150  67 

4,677,505 

$225,184  81 

89,718  28 

314.903  09 

6,034  14 

95,752  42 


$172,177  67 

$212,790  19 

3,661,177 

4,671,402 

$180,333  33 

$191,359  68 

101,599  35 

97,575  54 

281,932  68 

268,935  22 

8,155  66 

21,430  51 

109,755  01 

76,145  03 

1917. 


$224,970  60 
4,954,972 

$195,873  42 

96.066  66 

291.940  08 

29,097  22 

66.979  48 


i  '. 


I J 


3 


Saskatoon,  Sask. 

The  municipal  railway  in  Saskatoon  was  completed  and  began 
operation  in  1913.  This  railway  has  always  been  operated  by 
the  city,  and  there  is  no  private  line.  The  operating  results 
for  the  year  1916  were  as  follows:  — 

Expenditure, $170,069  15 

Receipts, 171,234  82 

Profit, 1,165  67 

The  balance  which  is  left  after  paying  all  operating  expenses 
and  capital  charges  is  credited  to  the  general  revenue  account. 
No  trolley  freight  or  express  is  handled  by  this  railway.  The 
wages  of  employees  are  as  follows:  conductors  and  motormen, 
minimum,  28  cents  per  hour;  conductors  and  motormen,  maxi- 
mum, 38  cents  per  hour. 

Taxes  are  not  charged  against  the  street  railway.  Mainte- 
nance charges  between  the  tracks  and  for  18  inches  outside  of 
each  rail  are  charged  against  the  street  railway. 

Toronto,  Ont. 

The  city  of  Toronto  has  a  population  of  464,000.  The  Toronto 
•civic  railway  had  been  built  to  take  care  of  the  population  on 
the  outskirts  of  the  city  in  districts  not  served  by  the  Toronto 
Hailway  Company. 

The  city  of  Toronto  operates  five  electric  car  lines,  as  follows :  — 


ii  1 


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250 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


,  i 


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1.  Gerrard  Street,  Greenwood  Avenue  to  Main  Street;  lengthy 
1.83  miles;    passengers  carried  during  1916,  1,297,505. 

2.  Danforth  Avenue,  Broadview  Avenue  to  east  city  limits; 
length,  3.39  miles;    passengers  carried  during  1916,  5,059,315. 

3.  St.  Clair  Avenue,  Yonge  Street  to  Grand  Trunk  Railway 
tracks;  length,  3.18  miles;  passengers  carried  during  1916, 
5,847,179. 

4.  Bloor  Street,  Dundas  Street  to  Quebec  Avenue;  length, 
.75  mile;  passengers  carried  during  1916,  1,154,774.  An  ex- 
tension one-half  mile  long  is  now  being  added  to  the  Bloor 
Street  route. 

5.  Lansdowne  route.  Recently  this  route,  .615  mile  long, 
commenced  operation. 

There  were  800,723  soldiers  in  uniform  carried  free  on  the 
system  during  1916. 

The  operation  of  these  car  lines  is  under  the  control  of  the 
works  department. 

Fares. 

Single  (cash)  fares,  5.30  a.m.  to  midnight,  2  cents  each. 

Six  tickets  to  be  sold  for  10  cents. 

Children  under  nine  years  of  age,  and  not  in  arms,  to  be 
carried  at  half-fare  rates  (cash),  and  infants  in  arms  to  be  carried 
free. 

Night  fare  (single),  from  midnight  to  5.30  a.m.,  5  cents. 

Besides  the  civic  railway  Toronto  has  three  private  companies 
operating  under  separate  charters,  —  the  Toronto  Railway  Com- 
pany, the  Toronto  Suburban  Railway  Company  and  the  Toronto 
&  York  Radial  Railway  Company.  Free  transfer  tickets  are 
issued  on  all  railways  to  enable  the  passengers  to  reach  any  point 
in  the  city  for  one  fare. 

According  to  the  returns  made  to  the  Dominion  Railway 
Statistician  for  the  year  ending  June  30,  1916,  the  profit  and 
loss  account  of  the  Toronto  civic  railway  was  charged  with  a 
loss  of  $69,989.42.  The  Ontario  Railway  and  Municipal  Board 
state  that  there  is  at  present  a  strong  apparent  disposition  on 
the  part  of  the  council  to  acquire  and  operate  as  a  municipal 
concern  the  Toronto  Railway  at  the  expiration  of  the  franchise 
in  1921. 

The  Toronto  Railway  Company  and  Toronto  civic  lines  pay 
the  highest  wages  in  the  Province  of  Ontario,  as  follows:  30 
cents  an  hour  for  the  first  six  months;  32  cents  an  hour  for  the 
second  six  months;  35  cents  an  hour  the  second  year;  37  cents 
an  hour  thereafter. 


L 


1918.] 


SENATE  —  No.  300. 


251 


74 


Appendix   F. 


STREET  RAILWAY  CONDITIONS    IN  THE   UNITED    STATES 

AND  CANADA. 

Appendix  F  contains  considerable  data  which  have  been  col- 
lected by  this  Commission  relative  to  street  railway  conditions 
in  the  United  States  and  Canada.  As  mentioned  in  the  early 
part  of  this  report,  a  questionnaire  was  sent  to  the  Public  Service 
or  other  commission  concerned  with  railway  regulation  in  each 
State  in  this  country  and  in  each  Province  in  Canada.  A  series 
of  questions  was  also  sent  to  1,000  cities  and  towns  in  the  United 
States,  requesting  information  of  the  same  general  character. 
The  information  requested  pertained  to  franchises,  taxation, 
trolley  freight,  public  ownership,  rate  regulation,  capitalization 
and  similar  matters.  Data  were  also  secured  by  members  of 
the  Commission  on  the  visit  to  the  western  cities.  An  account 
of  this  inspection  trip  may  be  found  in  Appendix  B.  Data  were 
also  collected  from  various  sources  relative  to  municipal  owner- 
ship or  operation  of  street  railway  lines.  This  information  ap- 
pears in  Appendix  E,  on  "^Municipal  Ownership  of  Street  Rail- 
ways in  the  United  States  and  Canada." 

The  following  brief  outline  shows  the  order  in  which  the  data 
appear  in  this  appendix:  — 

(a)  Briefs  of  street  railway  conditions  in  the  largest  cities  of 
the  United  States  and  Canada. 

(6)  Information  relative  to  street  railway  conditions  in  186 
cities  and  towns  in  the  United  States.  These  dates  are  shown  in 
a  tabular  form. 

(c)  Briefs  of  the  street  railway  conditions  in  many  of  the 
States  in  the  United  States  and  in  certain  Provinces  in  Canada. 

(d)  Requirements  of  other  States  relative  to  the  maintenance 
and  repair  of  public  ways  by  street  railway  companies. 

(e)  List  of  electric  railway  fare  increases  in  the  United  States 
and  Canada  from  Jan.  1,  1914,  to  Dec.  1,  1917. 

It  will  be  noted  that  the  information  shown  in  the  briefs  of 
certain  cities  in  the  United  States  is  also  included  in  the  table 


'f^: 
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252 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


m 


showing  street  railway  conditions  in  186  cities  and  towns  in  the 
United  States.  The  idea  in  preparing  this  table  has  been  to 
show  the  information  in  such  a  manner  that  comparisons  can  be 
readily  made  between  the  various  municipalities.  In  an  in- 
vestigation of  this  sort  it  is  manifestly  impossible  to  check  up  all 
the  information  received  by  correspondence,  and  for  this  reason 
the  Commission  is  unable  to  vouch  for  the  accuracy  of  each 
individual  item  of  this  table.  This  applies  particularly  to 
questions  in  which  the  answer  may  include  an  expression  of 
opinion  by  the  person  answering  the  questions.  The  Commis- 
sion feels,  however,  that  this  table  will  be  of  considerable  value 
and  that  all  statements  of  fact  are  substantially  correct.  The 
following  brief  discussion  of  the  table  will  perhaps  bring  out 
certain  interesting  features:  — 

1.  Franchises.  —  A  study  of  the  answers  to  question  1  (6) 
relative  to  length  of  the  franchise  showed  that  about  one-quarter 
of  the  franchises  were  of  unlimited  duration,  while  three-quarters 
were  for  limited  periods  of  time,  the  minimum  period  being 
generally  twenty  years,  and  in  most  cases  the  maximum  about 
fifty  years.  Twenty,  twenty-five,  thirty  and  fifty  year  periods 
are  the  most  common. 

2.  Public  Ownership.  —  More  detailed  information  relative  to 
public  ownership  is  shown  in  Appendix  E,  which  is  devoted  to 
that  subject.  Replies  indicated  that  there  was  some  agitation 
for  or  contemplation  of  public  ownership  of  street  railways  in 
the  following  cities:  Atlanta,  Ga.,  Battle  Creek,  Mich.,  Dayton, 
Ohio,  Duluth,  Minn.,  Madison,  Ind.,  Portland,  Ore.,  and  Terre 
Haute,  Ind. 

3  (a)  and  (6).  Taxation.  —  The  answers  indicated  that  in  at 
least  half  of  the  cities  the  street  railways  paid  a  property  tax. 
In  several  other  cases  this  information  was  not  given  definitely, 
but  by  implication  it  appeared  that  a  property  tax  was  assessed. 
Nearly  one-half  of  the  cities  replied  that  there  was  a  special 
franchise  tax  of  some  sort.  The  type  of  franchise  tax  was  varied 
to  such  an  extent  that  it  is  useless  to  mention  all  the  forms  of 
such  tax  here.  In  about  25  per  cent,  of  the  cities  a  gross  earn- 
ings tax  was  applied.  In  a  dozen  cities  a  car  license  tax  was 
assessed.  In  a  few  cases  a  pole  tax  was  assessed  in  order  to 
cover  the  cost  of  inspection  by  the  city  of  poles,  wires,  etc. 

3  (c)  and  (d).  Highway  Maintenance. — It  was  found  im- 
possible from  the  answers  to  tell  just  which  cities  required  the 
street   railways   to   merely   maintain   the   pavement   and   which 


1918.] 


SENATE  —  No.  300. 


253 


cities  required  them  to  improve  and  renew  the  pavement  as  well. 
For  this  reason  it  has  been  impossible  to  segregate  these  items. 
In  about  30  cities  the  street  railways  apparently  are  responsible 
for  the  portion  of  the  highway  between  their  tracks.  In  about  50 
cities  their  requirements  extend  to  twelve  inches  outside  the 
rails,  in  30  or  40  cities  to  eighteen  inches  outside  the  rails,  and 
in  a  similar  number  of  cities  the  requirement  is  two  feet  outside 
the  rails.  In  a  few  cases  two  and  a  half  and  three  feet  is  the 
requirement.  The  railways  are  required  to  clean  some  portion 
of  the  highway  in  upwards  of  25  cases,  and  to  sprinkle  some 
portion  of  the  highway  in  about  40  cases.  Snow  removal  is  re- 
quired in  60  or  70  cases.  In  many  cities,  of  course,  the  item  of 
snow  is  negligible. 

4'  Trolley  Freight.  —  In  70  or  80  cities  the  street  railways 
maintained  a  trolley  freight  service.  Not  a  great  deal  of  con- 
fidence can  be  placed  in  this  figure,  since  some  of  the  roads 
reported  trolley  freight  if  suburban  lines  operating  over  their 
tracks  maintained  such  a  service,  while  other  roads  failed  to 
report  trolley  freight  under  the  same  conditions.  In  5  cities  it 
was  stated  that  this  trolley  freight  business  had  a  tendency  to 
lower  prices  of  foodstuffs.  As  a  general  rule,  however,  there  was 
not  much  evidence  that  prices  were  materially  lowered  by  this 
service,  but  deliveries  were  made  more  promptly  and  under  more 
satisfactory  conditions  than  when  no  such  service  existed. 

6.  Investment  of  Public  Funds.  —  There  did  not  appear  to  be 
any  cities  which  had  invested  public  funds  in  street  railways. 
It  is  understood,  of  course,  that  such  investment  of  public  funds 
does  not  refer  to  cases  of  municipal  ownership  or  anything  of 
that  nature. 

6.  Feeders.  —  About  half  a  dozen  cities  reported  that  the 
street  railways  were  using  feeders,  such  as  motor  busses. 

7.  Wages.  —  The  wages  paid  to  motormen  and  conductors  were 
found  to  be  a  very  variable  item,  dependent  upon  the  particular 
geographical  location  in  the  country  and  also  upon  the  size  of  the 
city.  Of  100  companies  outside  of  the  20  largest  cities  the 
minimum  was  about  25  cents  per  hour,  the  mean  28  cents  per 
hour  and  the  maximum  31  cents  per  hour.  Information  relative 
to  the  fares  paid  in  the  20  largest  cities  may  be  found  under  the 
particular  cities  in  this  table  or  in  the  briefs  of  those  cities,  which 
data  are  also  included  in  this  appendix. 

8.  Rates.  —  The  following  fares  other  than  5  cents  were 
noted :  — 


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254 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


ri 


Bellingham,  Wash.,  6  tickets  for  25  cents;  longest  ride,  6  miles. 
Beloit,  Wis.,  25  tickets  for  $1;   longest  ride,  3  miles. 
Bloomington,  111.,  6  tickets  for  25  cents;  longest  ride,  3|  miles. 
Champaign,  111.,  100  tickets  for  $4. 
Clarksville,  Tenn.,  tickets  4  cents  and  5  cents. 

Dayton,  Ohio,  6  tickets  for  25  cents  and  25  tickets  for  $1 ;  longest  ride, 
7  miles. 

In  many  other  cities  children  are  carried  at  half  fare  and 
special  rates  are  made  for  students,  and  in  certain  other  cases 
there  are  workingmen's  tickets  sold  at  reduced  rates.  The 
distances  for  which  one  could  travel  (with  the  use  of  a  transfer 
in  most  cases)  for  a  single  fare  were  found  to  vary  from  2  miles 
in  small  municipalities  to  17  or  18  miles  in  some  of  the  large 
cities.  The  average  of  144  cities,  excluding  the  20  largest  cities, 
showed  a  maximum  ride  of  about  6.3  miles.  This  average  dis- 
tance is,  of  course,  very  low  as  compared  with  the  distance 
which  can  be  traveled  in  the  large  cities  for  a  single  fare.  It 
should  be  understood  in  all  these  brief  descriptions  of  the  tables 
that  the  averages  are  merely  approximate,  since  a  small  city 
having  a  few  riders  is  averaged  in  with  a  large  city  having  many 
riders.  A  more  accurate  Way  of  computing  these  averages,  but 
more  laborious  than  the  results  would  warrant  in  this  case, 
would  be  obtained  by  computing  the  weighted  mean,  which 
method  involves  giving  to  each  city  a  value  dependent  upon 
the  number  of  car  riders  in  the  city. 

9.  Rate  Regulation.  —  The  following  cities  reported  that  street 
railways  can  raise  rates  without  being  subject  to  interference  by 
regulatory  commissions  before  the  rates  go  into  effect:  Bangor, 
Me.;  Battle  Creek,  Mich.;  Butte,  Mont,  (up  to  10  cents); 
Calais,  Me.;  Chattanooga,  Tenn.  (probably);  Clarksville,  Tenn.; 
Columbia,  S.  C.  (within  city  limits);  Danbury,  Conn.;  Dayton, 
Ohio;  Duluth,  Minn.;  Frankfort,  Ky.;  Great  Falls,  Mont.; 
Hartford,  Conn.;  Lewiston,  Me.;  Lincoln,  III.  (perhaps);  Lorain, 
Ohio;  New  Haven,  Conn.;  Niagara  Falls,  N.  Y.  (disputed); 
Savannah,  Ga.  (perhaps);  Wichita,  Kan.  (rates  authorized  to 
allow  10  per  cent,  on  investment,  exclusive  of  maintenance  and 
taxes). 

10.  Remarks.  —  The  following  remarks  in  connection  with  fare 
increases  are  of  interest:  In  Albany,  N.  Y.,  the  company  is 
applying  for  2-cent  transfers;  Berkeley,  Cal.,  for  6-cent  fares; 
Denver,  Col.,  higher  fares.  In  Duluth,  Minn.,  a  change  in  rates 
might  bring  on  public  ownership.  In  Lincoln,  Neb.,  the  street 
railways  are  asking  for  a  straight  5-cent  fare.     In  San  Diego  the 


r 


1918.] 


SENATE  —  No.  300. 


255 


companies  are  applying  for  an  increase  in  fares.  In  Salt  Lake 
City  street  railways  are  petitioning  for  5-cent  fares  and  1-cent 
transfers.  In  Spokane,  Wash.,  the  street  railway  is  petitioning 
for  an  increase  in  fares.  In  Syracuse,  N.  Y.,  and  in  fact  in 
practically  all  of  the  up-State  cities,  the  railways  are  applying 
for  6-cent  fares. 

Further  comment  on  the  information  contained  in  this  table 
does  not  seem  necessary,  since  the  data  have  been  placed  in 
such  a  form  that  any  particular  item  is  readily  obtainable. 

As  mentioned  earlier  in  this  appendix,  briefs  have  been  made 
showing  the  street  railway  conditions  in  certain  cities  of  the 
United  States  and  Canada.  The  20  largest  cities  have  been  so 
briefed  as  well  as  a  .few  other  cities. 

Following  the  tables  showing  information  for  the  186  cities, 
briefs  are  given  showing  street  railway  condition  in  various 
States  in  the  United  States  and  for  certain  Provinces  in  Canada. 
At  a  point  farther  along  in  the  appendix  information  is  given 
showing  the  requirements  made  on  the  street  railways  in  differ- 
ent States  relative  to  maintenance  and  repair  of  pavements. 
This  information  was  obtained  by  the  Public  Service  Commis- 
sion of  Massachusetts  in  connection  with  a  report  which  that 
Commission  made  to  the  Legislature  two  years  ago  relating  to 
this  subject. 

In  the  body  of  this  report  the  Commission  has  referred  to  the 
various  increases  in  fares  which  have  been  allowed  during  the 
past  three  years  in  the  United  States,  and  at  the  end  of  this 
appendix  a  list  is  given  showing  all  the  electric  railway  fare 
increases  in  the  United  States  and  Canada  from  Jan.  1,  1914, 
to  Dec.  1,  1917.  While  a  few  minor  fare  increases  may  not  have 
been  included  in  this  table,  it  is  probable  that  all  important 
increases  have  been  noted. 

In  connection  with  the  brief  of  Cleveland,  Ohio,  briefs  are 
also  given  showing  the  Cleveland  and  the  Dallas,  Tex.,  service- 
at-cost  plans  which  are  in  operation  in  these  two  cities.  These 
plans  have  been  referred  to  at  various  other  points  in  the  report 
of  this  Commission. 

Boston,  Mass. 

Population,  745,439  (1915). 

Street  Railways.  —  The  Boston  Elevated  Railway  operates  the  surface 
and  rapid  transit  lines  in  Boston  and  in  several  near-by  cities  and  towns. 
This  system  comprised  on  June  30,  1916,  517.5  miles,  of  which  466.1  are 
on  the  surface  and  51.4  in  subways  and  tunnels  or  in  elevated  structures. 


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REPORT  ON  STREET  RAILWAYS. 


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SENATE  —  No.  300. 


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The  Boston  Elevated  owns  only  about  20  miles  of  surface  tracks  and  holds 
under  lease  or  contract  about  465  miles.  Most  of  its  leased  lines  are 
those  of  the  West  End  Street  Railway,  which  operated  most  of  the  surface 
lines  before  the  rapid  transit  lines  were  developed. 

Charters.  —  The  Boston  Elevated  was  incorporated  in  1894,  but  this 
original  charter  was  amended  in  1897  and  the  actual  history  of  the  com- 
pany dates  from  that  year.  At  that  time  no  elevated  structures  had 
been  built  and  but  one  subway  was  in  existence.  This  was  the  original 
Tremont  Street  subway  and  was  leased  to  the  West  End.  The  Boston 
Elevated  Company  leased  the  West  End  in  1897  upon  terms  approved  by 
the  Board  of  Railroad  Commissioners,  and  undertook  to  build  certain 
elevated  rapid  transit  lines  and  to  operate  the  unified  system  of  surface 
and  elevated  and  subway  lines  with  free  transfers  and  a  uniform  fare  of 
5  cents.  Since  that  time  the  following  rapid  transit  faciUties  have  been 
completed  and  put  into  operation:  — 

Elevated  line  from  Sullivan  Square  to  the  North  Station  and  Nassau  Street  to 

Forest  Hills. 
The  elevated  on  Atlantic  Avenue. 
The  East  Boston  tunnel. 
The  Washington  Street  tunnel. 

The  Cambridge  subway,  including  the  elevated  connection  and  Beacon  Hill  tunnel. 
The  East  Cambridge  viaduct  extension. 
The  Bolyston  Street  subway. 
The  East  Boston  tunnel  extension. 
The  Dorchester  tunnel  from  Park  Street  to  Broadway. 
The  Dorchester  tunnel  from  Broadway  to  Andrew  Square  (under  construction). 

The  permanent  investment  in  the  system  was  $116,000,000  in  1916. 
Of  this  total  amount  $51,000,000  was  furnished  by  the  Boston  Elevated, 
$40,000,000  by  the  West  End,  $1,000,000  by  other  leased  lines  and 
$24,000,000  by  the  city  of  Boston.  The  city  has  furnished  capital  for 
the  construction  of  all  the  subways  and  tunnels  with  the  exception  of  the 
Cambridge  subway,  which  is  owned  by  the  Boston  Elevated.  The 
rentals  paid  by  the  company,  which  amount  to  nearly  $2,000,000  per  year, 
are  sufficient,  except  in  the  case  of  the  East  Boston  tunnel,  to  cover  all 
interest  charges  and  to  provide  a  sinking  fund  in  addition,  which  at  some 
time  in  the  future  will  retire  the  bonds  issued  for  construction,  although 
not  in  all  cases  at  the  maturity  of  the  bonds.  These  structures  cost  the 
city  nothing  for  maintenance  or  equipment,  not  a  dollar  raised  by  taxa- 
tion (except  for  the  present  small  payment  on  account  of  the  East  Boston 
tunnel),  and  nothing  but  the  use  of  its  credit,  and  in  time  they  will  become 
the  unencumbered  property  of  the  municipality,  from  which  a  large 
income  can  then  be  derived. 

The  original  Tremont  Street  subway  was  the  first  to  be  built  in  the 
United  States,  and  with  the  exception  of  the  one  in  Budapest,  was  the 
first  shallow  subway  under  streets  (which  is  distinguished  from  a  deep 
tunnel)  to  be  constructed  in  the  world.    Although  this  tunnel  was  rela- 


tively inexpensive,  it  was  followed  by  the  Washington  Street  tunnel, 
which  cost  nearly  $7,000,000  per  mile. 

Public  Ownership.  —  There  has  been  no  substantial  desire  for  public 
ownership  in  this  city.  In  any  city  of  this  size  there  is  always  some 
undercurrent  of  feeling  for  public  ownership  of  the  street  railways,  but 
in  this  city  it  has  not  reached  any  considerable  amount. 

Taxation.— The  Boston  Elevated  Street  Railway  pays  property  taxes 
to  the  various  municipalities  on  all  property  except  that  in  highways,  a 
corporate  franchise  tax,  and,  until  recently,  a  compensation  tax  for  the 
use  of  the  public  ways,  and  in  addition  miscellaneous,  including  Federal 
tax.  The  taxes  assessed  upon  the  company  for  the  year  ending  Sept.  30, 
1916,  and  charged  to  operation,  amounted  to  $1,040,096,  made  up  as 
follows:  — 

Real  estate  tax, $434,748 

Corporate  franchise  tax,  .........  403,150 

Compensation  tax,  ..........  160,786 

Miscellaneous,         ..........  41,412 

Total, $1,040,096 

Highway  Maintenance. — The  Boston  Elevated  is  required  under 
present  statutes  to  keep  in  repair  the  portions  of  the  highways  between 
its  tracks,  and  in  the  case  of  unpaved  streets,  for  18  inches  outside  of  the 
tracks. 

It  has  been  customary  in  this  State  for  the  street  railways  to  pay  con- 
siderable sums  of  money  for  the  renewal  and  replacement  of  pavements, 
as  well  as  the  actual  repairs.  Although  perhaps  not  a  legal  requirement, 
the  street  railways  have  in  most  cases  been  obliged  to  do  this  in  order  to 
receive  the  desired  concessions  from  the  local  authorities.  It  is  impossible 
to  estimate  just  how  much  has  been  spent  in  this  manner,  since  some  of 
the  cost  of  renewals  and  replacements  are  chargeable  to  the  company  in 
connection  with  renewal  of  rails  and  ties.  The  Boston  Elevated  Railway 
also  removes  some  of  the  snow  and  ice  from  its  tracks  in  a  manner  satis- 
factory to  the  local  authorities. 

Trolley  Freight  and  Express.  —  The  Boston  Elevated  acts  principally 
as  a  terminal  company  in  connection  with  this  business.  The  Elevated 
hauls  the  cars  of  the  Bay  State  Street  Railway  and  of  the  Boston  & 
Worcester  over  its  lines  to  a  terminal  at  Copp's  Hill  Wharf.  In  addition, 
the  Boston  Elevated  operates  trailer  tank  cars  from  this  terminal  to  a 
distilHng  company  in  Cambridge.  The  total  receipts  for  year  ending 
June  30,  1916,  from  trolley  freight  business  amounted  to  $70,733.  Addi- 
tional receipts  from  carrjdng  newspapers  amounted  to  $7,000  during  the 
same  period. 

Investment  of  Public  Funds.  —  The  only  investment  of  public  funds 
are  those  of  the  city  in  the  construction  of  the  subways,  as  noted  elsewhere. 

Feeders.  —  No  autos  are  used  as  feeders  by  the  Boston  Elevated. 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


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Wages,  —  The  basic  hourly  wages  of  the  Boston  Elevated  Railway  are: 
minimum  291  cents;  maximum,  34J  cents.  (With  the  aUowances  paid 
the  actual  wage  rate  per  hour  worked  exceeds  these  rates  by  U  to 
7  cents  per  hour.) 

Rates.  —  The  rate  of  fare  which  must  be  charged  by  the  Boston  Ele- 
vated is  5  cents,  until  1922.  At  this  time  the  Boston  Elevated  will  be 
consolidated  with  its  leaded  Hne,  the  West  End.  Boston  has  a  universal 
transfer  system  between  surface  and  rapid  transit  lines.  In  no  other 
large  city  in  this  country  are  the  surface  and  rapid  transit  lines  operated 
as  a  unit.  For  this  reason  Boston  stands  far  in  advance  of  other  cities 
in  the  matter  of  convenient  and  economical  transfer  arrangements.  The 
maximum  ride  from  the  center  of  the  city  is  9.8  miles.  The  maximum 
ride,  however,  which  a  passenger  may  have  for  a  5-cent  fare  is  probably 
between  18  and  20  miles. 

Rate  Regulation.  —  At  the  present  time  the  Boston  Elevated  is  re- 
stricted by  charter  to  a  maximum  fare  of  5  cents. 

Result. —  For  several  years  the  Boston  Elevated  Railway  has  claimed 
that  it  could  not  continue  to  exist  on  a  sound  financial  basis  under  the 
present  conditions.  The  increasing  cost  of  labor  and  material  has  been 
a  considerable  item.  Another  expense  of  great  magnitude  is  the  rental  of 
tunnels,  which  will  amount  to  nearly  $2,000,000  per  year  when  the  last 
iink  of  the  Dorchester  tunnel  is  put  into  operation,  —  probably  some  time 
during  the  year  1918. 

As  mentioned,  the  Boston  Elevated  is  restricted  to  a  maximum  fare 
of  5  cents  until  1922.  At  the  present  time  the  Public  Service  Commission 
IS  investigating,  for  a  report  to  the  Legislature,  the  method  of  operating 
the  Boston  Elevated  Railway  in  order  to  determine  whether  such  methods 
are  inefficient.  Probably  the  Public  Service  Commission  will  advise  the 
Legislature  whether,  in  their  judgment,  the  present  charter  of  the  Boston 
Llevated  should  be  abrogated,  in  order  that  they  may  receive  a  fare 
greater  than  5  cents,  or  some  restriction  of  transfer  privileges,  or  the 
mstallation  of  zone  systems,  etc. 

The  Street  Railway  Investigation  Commission  is  making  a  study  of 
the  problems  relating  to  the  street  railways  of  Massachusetts.  The 
street  railway  problems  in  the  city  of  Boston  will  therefore  receive  con- 
sideration in  connection  with  the  general  problem. 

Chicago,  III. 

Population,  2,521,822  (1917). 

Street  Railways,  —  Chicago  has  two  surface  railway  systems  and  four 
elevated  systems.  The  two  surface  line  companies  operate  as  one  cor- 
poration under  the  same  management.  The  four  elevated  companies 
also  operate  under  a  common  management. 

Charters.  —  The  charters  of  the  surface  line  companies  were  obtained 
from  the  city;  those  of  the  elevated  companies  were  obtained  from  the 
State.    The  charters  of  both  elevated  and  surface  lines  are  limited  as  to 


1918.] 


SENATE  — No.  300. 


259 


time.  In  the  case  of  the  surface  lines,  the  charter  expires  in  1927,  while 
in  the  case  of  the  elevated  lines  the  shortest  term  charter  has  still  about 
twenty  years  to  run. 

Public  Oumership.  —  Public  ownership  has  never  been  tried  in  Chicago, 
although  it  was  very  widely  agitated  a  number  of  years  ago,  and  was  the 
principal  issue  of  a  successful  mayoralty  campaign.  The  adherents  of 
public  ownership,  however,  failed  to  secure  the  adoption  of  the  necessary 
enabling  legislation  from  the  State.  Since  then  public  ownership,  while 
advocated  by  some  political  groups,  has  not  been  seriously  considered  by 
the  public  at  large. 

Taxation.  —  The  surface  and  elevated  lines  are  taxed  as  are  all  other 
private  corporations,  no  distinction  being  made  because  of  the  nature  of 
their  business.  In  lieu  of  any  franchise  or  corporation  taxes  the  surface 
lines  pay  55  per  cent,  of  their  net  profits  to  the  city.  There  is  no  pro- 
vision made  in  the  charter  of  the  elevated  lines  for  a  division  of  the 
profits  with  the  city  or  State. 

Highway  Maintenance,  —  The  surface  lines  are  obliged  to  lay,  main- 
tain and  clean  16  feet  of  pavement  on  double-track  streets  and  8  feet  on 
single-track  streets.  Recently  the  surface  lines  found  the  street  cleaning 
so  troublesome  that  they  made  an  agreement  with  the  Street  Cleaning 
Bureau  of  the  city  by  the  terms  of  which  they  pay  the  Bureau  $51.50 
per  mile  per  annum  for  cleaning  their  right  of  way.  Street  cleaning 
includes  the  removal  of  snow. 

Trolley  Freight  and  Express.  —  The  street  railway  companies  do  not  at 
present  transport  milk  or  other  foodstuffs.  The  establishment  of  this 
service  is  an  experiment,  with  the  idea  of  extending  its  application  if  con- 
ditions warrant,  as  contemplated  by  the  officials  of  the  company.  The 
company  has  for  several  years  operated  cars  carrying  street  sweepings 
and  refuse  to  certain  dumps  located  within  the  city  limits,  through  a 
special  arrangement  with  the  Street  Cleaning  Bureau. 

Investment  of  Public  Funds,  —  The  city  is  not  authorized  to  invest  in 
the  securities  of  street  railways  or  to  otherwise  render  them  financial 
assistance. 

Feeders.  —  The  street  railway  companies  and  the  elevated  companies 
do  not  use  busses  or  feeders. 

Wages  of  Employees.  —  Conductors  and  motormen  receive  30  cents 
per  hour,  with  increases  until  the  maximum  of  39  cents  per  hour  is  reached. 
The  same  schedule  applies  to  the  elevated  lines. 

Rates.  —  The  rate  of  fare  on  the  street  railway  lines,  elevated  and 
surface,  is  5  cents  regardless  of  distance  traveled.  Universal  transfers 
are  granted  at  intersecting  points  and  as  frequently  as  desired,  and  are 
honored  as  long  as  the  route  progresses  forward  in  the  same  general  di- 
rection. A  maximum  ride  of  30  miles  is  possible  by  the  use  of  this  transfer 
privilege.  All  free  transfers  are  between  elevated  lines  or  between  sur- 
face lines;  free  transfers  are  not  issued  between  elevated  and  surface 
lines.    Universal  transfer  applies  also  on  the  elevated  lines.    The  surface 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


261 


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lines  may  not  change  their  rates  without  the  approval  of  the  city 
council.  This  would  have  to  be  in  the  form  of  an  amendment  to  the 
present  franchise,  and  such  amendment  would  have  to  be  further  ap- 
proved by  the  State  Public  Utilities  Commission  before  it  would  become 
locally  operative.  The  elevated  lines  in  order  to  change  their  rates 
of  fares  must  secure  the  permission  of  the  State  Public  Utilities 
Commission. 

ResvU.  —  It  is  stated  by  the  acting  business  manager  of  the  Chicago 
Association  of  Commerce  that  the  street  car  and  elevated  service  rates  are 
entirely  satisfactory  to  the  public.  Plans  for  the  combining  of  surface 
and  elevated  lines  into  one  operating  corporation,  and  the  granting  of 
transfers  from  surface  lines  to  elevated  lines,  and  vice  versa,  upon  the 
payment  of  2  cents  for  transfer  privileges,  and  the  building  of  subways  to 
relieve  the  congestion,  were  recently  proposed.  In  order  to  carry  out 
this  program  legislation  was  necessary.  This  was  refused  by  the  Legis- 
lature which  adjourned  in  June  of  1917.  It  is  stated  that  the  indications 
are  that  an  attempt  will  be  made  by  the  present  city  administration  to 
build  subways  by  special  assessments  levied  upon  the  property  benefited. 
There  is  a  strong  sentiment  for  the  unifying  of  the  elevated  and  surface 
lines. 

Cleveland,  Ohio. 

Population,  750,000  (1917). 
Street  Railways.  —  There  is  but  one  street  railway  operating  in  the 
city,  although  various  interurbans  run  into  the  city  over  this  company's 
tracks  under  contract  between  them  and  the  city  company.  The  com- 
pany which  holds  the  Cleveland  franchise  is  a  private  corporation,  the 
dividends  on  the  stock  of  which  are  guaranteed  by  the  city  under  a  con- 
tract executed  in  1910. 

Charters.  — Following  years   of  public   agitation  led  by  Ex-Mayor 
Johnson  and  others,  a  franchise  was  given  to  the  Cleveland  Railway 
Company  in  1910.    This  franchise  was  for  twenty-five  years,  with  an 
automatic  renewal  clause  provided  for  renewals  at  intervals  of  ten  years. 
Prior  to  the  granting  of  this  franchise  a  careful  inventory  of  the  property 
of  this  company  was  made  up  by  experts  representing  the  city.    The 
company  contended  that  its  property  was  worth  $33,000,000.     It  had 
stock  outstanding  the  par  value  of  which  was  $23,400,000.    The  city's 
experts  held  that  the  property  was  worth  but  $24,091,049.53.    The 
bonded  and  floating  indebtedness  was  $9,416,000.     The  actual  stock 
value  was  placed  at  $14,075,049.    The  city  ordinance  which  provided 
for  the  franchise  stipulated  that  5  per  cent,  should  be  paid  on  the  bonded 
indebtedness  of  the  company  and  not  more  than  6  per  cent,  in  the  event 
of  the  refunding  of  the  same;  also  6  per  cent,  on  the  company's  floating 
indebtedness  and  that  6  per  cent,  dividend  should  be  allowed  the  com- 
pany on  its  $14,678,049  of  actual  stock  value.    Provision  was  made  that 
additional  sums  from  future  stock  sales  could  be  raised  only  with  the 


approval  of  the  city,  and  that  they  must  be  expended  under  the  direction 
of  the  city  officials.  Under  the  charter  the  city  reserves  the  right  to  con- 
trol the  service,  fix  routes  and  schedules,  and  to  designate  the  type  and 
character  of  the  cars  used.  The  city  is  debarred  from  requiring  service 
that  shall  render  it  impossible  for  the  company,  by  charging  the  maximum 
rate  of  fare,  to  meet  its  expenditures  plus  the  6  per  cent,  dividend  per- 
mitted by  the  ordinance.  The  city  has  the  right  at  any  time  before  the 
expiration  of  the  franchise  to  purchase  and  take  over  the  company's 
entire  property.  In  order  to  do  this  the  city  must  pay  the  value  of  the 
capital  stock  fixed  by  the  ordinance  plus  10  per  cent.  At  the  expiration 
of  the  franchise  the  city  may  make  the  purchase  at  the  capital  stock 
value  by  assuming  the  bonded  indebtedness  without  having  to  pay  the 
10  per  cent,  bonus.  The  city  may  also,  before  the  expiration  of  the 
franchise,  designate  a  licensee  to  take  over  the  property  at  the  same 
terms  as  the  city  is  authorized  to  take  it  over.  The  licensee,  however, 
must  agree  to  accept  a  return  of  at  most  5f  per  cent.,  or  one-quarter 
per  cent,  lower  that  that  allowed  the  Cleveland  company. 

Public  Ownership.  —  None  of  the  street  railways  are  publicly  owned. 
Public  ownership  has  never  been  tried  in  Cleveland,  although  the  present 
franchise  reserves  the  right  to  the  city  to  buy,  but  the  city  has  never 
exercised  such  privilege.  At  various  times  it  has  threatened  to  do  so, 
and  recently  there  has  been  a  move  in  the  direction  of  public  ownership 
to  the  extent  that  it  has  become  one  of  the  principal  issues  of  one  political 
party.  . 

Taxation.  —  The  Cleveland  Railway  Company  pays  taxes  as  any  private 
taxpayer,  namely,  on  real  estate  and  personal  taxes.  United  States  income 
tax,  United  States  capital  stock  tax,  excise  corporation  tax  to  the  State 
and  Public  Utilities  Commission  assessment,  but  it  does  not  pay  a  car 
license  fee,  franchise  tax  or  toll.  It  pays  a  special  corporation  franchise 
tax  just  as  all  other  corporations  do. 

Highway  Maintenance.  —  The  company  must  maintain  in  repair  a 
space  of  7  feet  of  street  pavement  for  single  track  and  the  entire  space 
between  tracks  and  1  foot  outside  of  each  outer  rail,  but  not  to  exceed 
18  feet  over  all,  except  curves,  special  work,  etc.,  on  all  paved  streets 
occupied  by  its  tracks,  whether  said  streets  are  paved  before  or  after  the 
issuance  of  the  franchise.  The  company  does  not  repave  by  virtue  of 
this  obligation.  No  definite  figures  are  to  be  obtained  as  to  the  expense 
of  paving,  repairs  of  the  company,  but  it  runs  into  many  thousands  of 
dollars  a  year.  The  company  is  not  obliged  to  sprinkle  its  tracks,  but 
must  remove  snow. 

Trolley  Freight  and,  Express.  —  Milk  and  express  matter  are  handled  by 
the  company,  but  in  a  very  small  way.  In  1912  an  ordinance  was  passed 
authorizing  the  company  to  do  an  express  business,  but  it  has  operated 
on  this  franchise  but  little.  Interurban  railways  entering  the  city  of  late 
have  done  a  very  lively  business  in  the  transportation  of  foodstuffs  and 
trackage  freight.    Cleveland  officials  say  that  the  service  for  the  mer- 


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262 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


chants  of  that  city,  on  account  of  its  speed  as  compared  with  the  steam 
railroads,  has  given  great  satisfaction. 

Investment  of  Public  Funds.  —  The  city  is  not  authorized  to  invest  in 
any  securities  of  the  street  railway  company.  It  renders  no  financial 
assistance  but  co-operates  in  every  way  to  assist  the  company  in  making 
its  service  less  expensive.  This  is  done  because  all  excess  profits  over  and 
above  6  per  cent,  to  the  stockholders  of  the  company  goes  towards  the 
reduction  of  fares  By  reason  of  the  sliding  scale  of  fares  in  the  franchise. 

Feeders.  —  For  some  years  the  company  operated  two  gasoline  busses, 
but  found  them  unprofitable  and  discontinued  this  service. 

Wages  of  Employees.  —  Motormen  and  conductors  receive  33  cents  an 
hour  for  the  first  year  of  service,  35  cents  for  the  second  year  and  there- 
after. The  men  work  as  near  as  it  is  possible  to  arrange  ten  hours  a  day, 
the  day's  work  not  extending  over  twelve  hours.  The  minimum  day  is 
five  hours. 

Rates.  —  The  rate  of  fare  on  practically  all  of  the  city  system  was, 
when  the  Street  Railway  Commission  visited  Cleveland,  3  cents,  with 
1  cent  charge  for  transfer,  and  no  rebate.    On  a  few  lines  to  the  suburbs 
the  fare  is  5  or  6  cents.    On  one  line,  viz.,  that  which  extends  from  the 
pubhc  square  to  the  municipal  docks  at  the  foot  of  East  Ninth  Street,  a 
fare  of  1  cent  is  charged.    This  is  a  comparatively  recently  constructed 
line.    The  1-cent  fare  was  the  result  of  an  agreement  between  the  city 
officials  and  the  company's  officials.    While  3  cents  has  been  generally 
supposed  to  be4he  rate  of  fare  in  Cleveland,  the  average  fare  for  the  entire 
system  in  1916  was  3.417  cents  per  passenger.    The  average  fare  within 
the  city  limits  of  Cleveland  was  3.3712  cents  in  1916.    This  is  due  to  pur- 
chase of  transfers,  which  makes  the  fare  to  East  Cleveland  and  Lakewood 
5  cents  on  the  outward  journey,  while  the  inward  journey  costs  6  cents. 
The  charge  to  some  of  the  suburbs  is  8  cents  over  certain  lines.     The 
longest  ride  for  the  old  3-cent  fare  was  10.056  miles  and  17.21  miles  on  a 
transfer.     Under  the  franchise  of  the  company  provision  is  made  that 
the  rate  of  fare  goes  up  and  down,  depending  upon  the  amount  of  money 
in  an  interest  fund  established  at  the  beginning.     In  this  interest  fund  is 
put  all  income  over  a  fixed  allowance  for  taxes,  dividends,  operation  and 
maintenance.    The  franchise  provides  that  when  the  interest  fund  reaches 
the  sum  of  $700,000  the  rate  of  fare  goes  down  one  step;  when  the  interest 
fund  reaches  $300,000  it  goes  up.    The  railway  therefore  changes  its  rate 
without  interference  of  public  authorities,  with  this  provision  only,  that 
if  a  dispute  arises  as  to  the  amount  of  the  fund,  it  is  subject  to  arbitration 
between  the  company  and  the  city.    The  company  is  given  the  right  in  its 
franchise,  whenever  the  unexpired  term  of  the  franchise  or  renewal  is  less 
than  fifteen  years,  to  charge  the  maximum  rate  of  fare  and  control  car 
schedules.    In  such  a  case  whenever  the  interest  fund  exceeds  $700,000 
the  excess  must  be  applied  to  the  reduction  of  the  capital  value  instead  of 
reduction  of  fare.    The  maximum  rate  within  the  city  of  Cleveland  is 
4  cents  cash  fare,  seven  tickets  for  25  cents,  1  cent  transfer,  no  rebate. 


) 


1918.] 


SENATE  — No.  300. 


263 


Since  the  Commission's  visit  to  Cleveland  the  rate  of  fare  has  been  in- 
creased to  the  D  schedule. 

The  following  is  scale  of  fares  established  under  the  Cleveland  fran- 
chise:— 

(a)  Four  cents  cash  fare,  7  tickets  for  25  cents,  1  cent  transfer,  no 
rebate. 

(b)  -Four  cents  cash  fare,  7  tickets  for  25  cents,  1  cent  transfer,  1  cent 
rebate. 

(c)  Four  cents  cash  fare,  3  tickets  for  10  cents,  1  cent  transfer,  no 
rebate. 

(d)  Four  cents  cash  fare,  3  tickets  for  10  cents,  1  cent  transfer,  1  cent 

rebate. 

(e)  Three  cents  cash  fare,  1  cent  transfer,  no  rebate. 
(/)  Three  cents  cash  fare,  1  cent  transfer,  1  cent  rebate. 

(g)  Three  cents  cash  fare,  2  tickets  for  5  cents,  1  cent  transfer,  no  rebate. 

(h)  Three  cents  cash  fare,  2  tickets  for  5  cents,  1  cent  transfer,  1  cent 
rebate. 

(i)  Two  cents  cash  fare,  1  cent  transfer,  no  rebate. 

(j)  Two  cents  cash  fare,  1  cent  transfer,  1  cent  rebate. 

Results.  —  The  company  began  operating  under  its  present  franchise 
with  a  3-cent  fare  and  a  1-cent  transfer  charge,  no  rebate.  A  little  more 
than  a  year  after  this  rate  went  into  effect  the  interest  fund  exceeded  the 
stipulated  $700,000,  and  a  new  rate,  known  as  rate  (/)  (a  3-cent  fare  and 
a  1-cent  transfer  charge,  but  with  a  rebate  of  1  cent  for  the  transfer) 
became  effective.  The  latter  rate  was  continued  until  Sept.  1,  1914, 
when  the  interest  fund  fell  below  $300,000.  This  resulted  in  the  restora- 
tion of  the  original  rate.  The  present  rate  of  4  cents  cash,  3  tickets  for 
10  cents,  1  cent  transfer,  went  into  effect  in  December,  1917. 

The  officials  of  the  company  say  that  they  doubt  whether  the  next 
highest  rate  would  be  sufficient,  or  whether  even  the  highest  rate  would 
meet  the  cost  of  the  service  plus  the  interest  charges.  While  the  rate  of 
fare  has  been  very  satisfactory  in  Cleveland,  and  Cleveland  is  maintained 
by  many  to  have  the  fastest  and  best  street  railway  service  in  the  United 
States,  the  strap-hanger  still  exists  there  as  in  all  other  cities.  Cars  are 
crowded  during  rush  hours  and  thousands  of  people  are  required  to  stand 
up  while  riding  to  and  from  their  places  of  business. 

Proposed  Improvements.  —  The  construction  of  a  subway  terminal  in 
the  congested  district  is  contemplated. 


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Cleveland,  Ohio. 

'  Service-at-Cost  Plan. 

The  Cleveland  service-at-cost  plan  provides  for  a  sUding  scale  of  fares, 
a  definite  rate  of  return  on  the  investment,  a  reserve  fund  to  stabilize 
the  operation  of  the  plan;  also  provision  for  rehabilitation  or  extensions 
to  property,  and  thorough  supervision  of  the  company's  operation  and 
management  by  the  proper  representatives  of  the  company. 


Ff    I 


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264 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Fares.  —  The  following  fare  schedule  shall  apply  to  the  operation  of  the 
street  railway  company:  — 

The  maximum  rate  of  fare  for  a  single  continuous  ride  within  the  present 
limits  of  the  city  of  Cleveland,  in  one  direction,  over  any  route  of  said 
company,  shall  be  4  cents  cash  fare,  7  tickets  for  25  cents,  1  cent  transfer, 
no  rebate;  and,  including  said  maximum  rate,  the  following  schedule  or 
scale  of  fares  is  hereby  established:  — 

(o)  Four  cents  cash  fare,  7  tickets  for  25  cents,  1  cent  transfer,  no 
rebate. 

(6)  Four  cents  cash  fare,  7  tickets  for  25  cents,  1  cent  transfer,  1  cent 
rebate. 

(c)  Four  cents  cash  fare>  3  tickets  for  10  cents,.  1  cent  transfer,  no 
rebate. 

(d)  Four  cents  cash  fare,  3  tickets  for  10  cents,  1  cent  transfer,  1  cent 
rebate. 

(e)  Three  cents  cash  fare,  1  cent  transfer,  no  rebate. 
(/)  Three  cents  cash  fare,  1  cent  transfer,  1  cent  rebate. 

(g)  Three  cents  cash  fare,  2  tickets  for  5  cents,  1  cent  transfer,  no 
rebate. 

(h)  Three  cents  cash  fare,  2  tickets  for  5  cents,  1  cent  transfer,  1  cent 
rebate. 

(i)  Two  cents  cash  fare,  1  cent  transfer,  no  rebate. 
(j)  Two  cents  cash  fare,  1  cent  transfer,  1  cent  rebate. 
A  child  under  six  years  of  age  shall  be  carried  free,  and  two  children 
under  six  years  of  age  shall  be  carried  for  a  single  fare. 

Dividends.  —  Dividends  are  to  be  paid  at  a  definite  rate  on  the  capital 
value  of  the  company.  This  capital  value  at  the  time  operation  is  com- 
menced under  the  franchise  consists  of  (a)  a  definite  amount  of  bonded 
indebtedness;  (6)  a  definite  amount  of  floating  debt;  (c)  the  residue  of 
the  capital  value,  that  is,  stock.  Provision  is  made  in  the  franchise  for 
the  increase  of  capital  value,  with  the  approval  of  the  city. 

Interest  may  be  paid  on  the  bonded  indebtedness  of  the  company  at 
the  rate  of  5  per  cent.  Interest  may  be  paid  on  the  floating  debt,  as 
above  defined,  at  the  rate  of  6  per  cent.  Dividends  may  be  paid  on  the 
residue  of  the  capital  value,  that  is,  stock,  at  the  rate  of  6  per  cfent. 

Reserve  Fund. —  The  operation  of  this  system  is  stabilized  and  the 
rate  of  fares  determined  by  means  of  a  reserve  fund.  This  fund  is  known 
as  the  interest  fund.  The  normal  amount  of  this  fund  is  $500,000.  Upon 
the  taking  effect  of  this  ordinance  the  company  is  authorized  to  place  the 
sum  of  $500,000  in  an  interest  fund,  which  shall  be  deposited  separately 
from  the  current  receipts  of  the  company.  To  this  interest  fund  there 
shall  be  added  monthly  the  sum  remaining  after  deducting  from  the 
gross  receipts  for  the  month  a  certain  definite  amount  per  car  mile  for 
each  revenue  mile  run  during  the  month,  and  60  per  cent,  of  that  same 
amount  for  each  revenue  mile  run  by  a  revenue  trailer.  A  certain  sum, 
provided  in  the  ordinance,'  is  to  be  set  aside  from  the  gross  receipts  for 


1918.] 


.    SENATE  —  No.  300. 


265 


the  maintenance,  renewal  and  depreciation  account.  The  fund  thus 
created  shall  constitute  the  interest  fund,  out  of  which  taxes,  interest, 
dividend  and  other  payments  shall  be  made.  This  ordinance  provides 
for  a  rate  of  11 1  cents  per  car  mile  for  each  revenue  mile  run,  as 
stated  above,  with  the  provision  that  this  may  be  increased  or  dec^reased 
from  time  to  time,  by  agreement  between  the  city  and  company,  to 
enable  the  company  to  meet  legitimate  operating  expenses,  etc.  The 
amount  to  be  set  aside  from  the  gross  receipts  for  the  maintenance  and 
renewal  fund  is  also  based  on  the  revenue  car  mile  run,  and  amounts 
to  4  cents  per  car  mile  for  six  months  in  the  year,  5  cents  for  one  month, 
and  6  cents  for  five  months.  It  is  also  provided  that  this  rate  may  be 
changed  by  agreement  between  the  city  and  company  or  by  arbitration. 

The  sum  set  aside  for  maintenance,  renewal  and  depreciation  is  to 
enable  the  company  to  maintain,  renew  and  keep  in  good  shape  its  present 
system  and  any  extensions  hereinafter  to  be  made.  The  standard  of 
such  condition  for  the  entire  system  is  placed  at  70  per  cent,  of  its  repro- 
duction value. 

Method  of  Determining  Fare  Changes.  —  The  fare  to  be  charged  when 
this  ordinance  goes  into  effect  shall  be  schedule  (e),  that  is,  3  cents  cash 
fare  and  1  cent  charge  for  a  transfer.  This  rate  of  fare  shall  continue 
in  force  for  eight  months,  provided  the  company  shall  have  installed 
450  "pay-enter"  cars  within  five  months  from  the  taking  effect  of  the 
ordinance,  otherwise  municipal  rate  of  fare  shall  continue  in  force  for 
three  months  beyond  the  completion  of  such  450  cars.  If  the  amount 
in  the  interest  fund  shall  be  less  than  $500,000,  the  company  shall  install 
the  next  higher  rate  of  fares,  unless  in  the  opinion  of  the  company  the 
rate  of  fare  higher  than  the  next  higher  to  the  rate  in  fares  shall  be  neces- 
sary to  restore  the  balance  of  the  interest  fund,  in  which  event,  with  the 
consent  of  the  city,  the  company  may  install  any  rate  of  fare  not  higher 
than  the  maximum.    Such  new  rate  of  fare  shall  continue  for  six  months. 

Whenever  the  amount  credited  to  the  interest  fund  is  less  than  $500,000 
by  the  amount  of  $200,000,  this  shall  be  prima  facie  evidence  of  the  neces- 
sity of  raising  the  rate  of  fare  to  the  next  higher  on  the  scale  provided. 
Whenever  the  balance  on  the  interest  fund  shall  be  more  than  $500,000 
by  $200,000,  it  shall  be  prima  facie  evidence  of  the  necessity  of  lowering 
the  rate  of  fare  to  the  next  lower  rate  on  the  scale. 

If  at  any  time  either  city  or  company  shall  be  of  the  opinion  that  the 
rate  should  be  increased  or  decreased,  other  than  as  is  hereinbefore  pro- 
vided, such  party  may,  by  giving  written  notice  to  the  other  of  its  opinion, 
state  increase  or  decrease  desired,  and  if  this  is  assented  to,  the  change 
shall  be  made.  In  case  of  disagreement  the  question  shall  be  submitted 
to  arbitration,  as  provided  in  the  franchise. 

Rehabilitation  of  Lines.  —  Immediately  upon  this  ordinance  taking 
effect  the  company  shall  proceed  to  expend  the  sum  of  $2,500,000  upon 
such  extensions,  betterments  or  improvements  as  may  be  designated  by 
the  city. 


II 


266 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


267 


'l 


>  i'. 


Supervision  by  the  City.  —  Under  this  franchise  the  mayor  of  the  city, 
subject  to  the  approval  of  the  council,  shall  appoint  a  city  street  railway 
commissioner,  who  shall  act  as  the  technical  adviser  of  the  council  in  aU 
matters  affecting  the  interpretation,  meaning  or  application  of  any  of 
the  provisions  of  this  ordinance.  He  shall  have  access  to  the  books, 
records,  etc.,  and  shall  keep  informed  as  to  the  cost,  quality  or  quantity 
of  the  service,  receipts  and  disbursements  of  the  company,  rate  of  fares, 
etc.  The  city  street  railroad  commissioner  shall  receive  a  salary  at  a 
rate  to  be  fixed  by  the  council,  not  exceeding  $1,000  per  month,  and  may 
employ  such  clerks,  assistants,  etc.,  as  are  needed.  The  salaries  and 
expenses  of  commissioners  and  assistants  shall  be  paid  by  the  street 
railway,  but  shall  not  exceed  1  per  cent,  of  the  operating  expenses  for  the 
contemporaneous  month. 

The  city  reserves  to  itself  the  entire  control  of  the  service,  including 
the  right  to  fix  schedules  and  routes,  character  of  equipment,  etc.,  pro- 
vided it  shaU  not  require  service  to  an  extent  which,  at  the  maximum 
rate  of  fare,  will  not  produce  sufficient  revenue  to  meet  the  operating 
expenses,  interest,  dividends,  etc.,  as  outlined  in  this  ordinance.    If  the 
franchise  has  at  any  time  less  than  fifteen  years  to  run,  the  street  rail- 
way company  shall  be  considered  as  having  the  control  of  the  service 
and  may  collect  the  maximum  rate  of  fare  provided  in  the  schedule. 
During  such  fifteen  years,  or  any  portion  thereof,  any  increase  in  the 
mterest  fund  exceeding  the  $200,000  excess,  as  before  mentioned,  shall 
be  apphed  to  a  reduction  of  the  capital  value,  first,  by  payment  of  any 
outstanding  floating  indebtedness;    second,  by  payment  of  any  bonds 
outstandmg  which  can,  according  to  the  conditions  of  the  mortgage,  be 
paid;  third,  by  the  creation  of  a  sinking  fund  to  assist  m  securing  a  re- 
duction of  capital  value. 

Purchase  of  Street  Railways  by  City.  —  The  city  may  purchase  at  any 
time  during  the  life  of  this  grant  or  renewal  thereof  the  entire  street  rail- 
way system  of  the  company,  upon  giving  at  least  six  months'  notice 
previous  m  writing  of  its  intention  of  so  doing.    In  case  the  city  shall 
purchase  the  street  railway  property,  it  shall  pay  the  capital  value  of 
said  property  at  that  time,  diminished  by  any  reduction  which  may 
have  been  made  by  any  surplus  earnings  or  otherwise,  plus  10  per  cent, 
thereof.    To  the  extent  that  the  city  takes  the  property  subject  to  either 
floating  or  bonded  indebtedness,  the  amount  thereof  shaU  be  deducted 
from  the  capital  value  before  the  addition  of  the  10  per  cent,  above 
provided.    The  company  agrees  that  to  the  extent  that  its  current  obhga- 
tions,  indebtedness  and  liabihties,  except  for  extensions  and  betterments, 
do  at  the  time  of  purchase  exceed  a  sum  equal  to  10  per  cent,  of  the  gross 
receipts  of  the  company  for  the  next  preceding  calendar  year,  such  excess 
shall  be  deducted  from  the  capital  value  in  determining  the  price  to  be 
paid  by  the  city. 

The  franchise  provides  that  the  city  may  designate  a  person  or  firm 
to  purchase  the  lines  of  the  company  after  January,  1918,  in  the  same 
manner  as  the  city  has  the  right  to  purchase  the  lines,  subject,  however, 


to  the  conditions  that  the  licensee  agrees  to  accept  a  smaller  return  by  at 
least  one-quarter  of  1  per  cent,  than  the  present  company  is  receiving 
upon  the  portion  of  capital  value  described  as  stock.  Under  these  con- 
ditions the  price  paid  by  the  licensee  shall  be  the  same  as  that  which  the 
city  would  have  paid. 

Before  such  licensee  shall  be  designated  the  city  shall  fix  a  time  for 
the  receipt  of  bids,  giving  thirty  days'  public  notice  thereof.  At  the 
time  appointed  proposals  shall  be  filed,  and  should  the  present  company 
file  a  proposal  lower  than  its  then  authorized  rate,  such  proposal  being  as 
low  as  any  other  proposal,  that  of  the  present  company  shall  be  accepted. 
If  no  other  proposal  is  filed,  or  if  a  licensee  is  designated  but  no  purchase 
is  made,  the  proposal  of  the  present  company  shall  be  disregarded,  and 
no  change  of  rate  or  return  shall  be  required. 

If  at  the  expiration  of  this  grant,  or  any  renewal  thereof,  the  city  shall 
not  have  exercised  its  right  of  purchase,  the  right  is  then  reserved  to  the 
city  to  purchase  the  property  in  the  manner  mentioned  before,  except 
that  the  10  per  cent,  shall  not  be  added  to  any  part  of  the  capital  value 
in  determining  the  purchase  price. 

Length  of  Franchise.  — This  franchise  expires  on  May  1,  1934.  As 
before  mentioned,  the  company  has  the  right  during  the  last  fifteen 
years  of  this  grant,  or  of  any  renewal  thereof,  to  charge  the  maximum 
rate  of  fare  and  to  control  the  schedules  of  the  operation  of  cars,  rather 
than  have  this  control  vested  in  the  city.  During  these  years  any  surplus 
above  the  maximum  allowed  (i.e.,  $500,000  plus  $200,000)  shall  be  applied 
to  a  reduction  of  the  capital  value  in  the  ways  before  mentioned. 

Highway  Maintenance.  —  The  company  shall  maintain  in  constant 
repair  the  pavement  within  a  space  of  7  feet  for  single  track,  and  for 
double  track  the  space  between  the  outer  rails  and  1  foot  outside  thereof, 
but  the  company  shall  not  be  required  to  repave  by  virtue  of  this  obliga- 
tion to  repair,  nor  by  virtue  of  any  requirement  of  the  general  ordinance 
of  the  city. 

Dallas,  Tex. 

Service-at-Cost  Plan. 

The  Dallas  service-at-cost  plan,  Uke  the  majority  of  the  service-at- 
cost  plans,  provides  for  a  sliding  scale  of  fares,  definite  rates  of  return  on 
the  property  value,  various  reserve  funds  to  stabilize  the  operation  of  the 
plan,  provision  for  rehabilitation  or  extensions  to  property,  and  thorough 
supervision  of  the  company's  operation  and  management  by  the  proper 
representatives  of  the  city. 

Fares.  —  The  following  fare  schedules  shall  apply  to  the  operation  of 
the  street  railway  company:  — 

(a)  Cash  fare  5  cents,  22  tickets  for  $1. 

(6)  Cash  fare  5  cents,  6  tickets  for  25  cents. 

(c)  Cash  fare  5  cents,  7  tickets  for  25  cents. 

(<i)  Cash  fare  5  cents,  8  tickets  for  25  cents. 

In  addition,  children  between  five  and  twelve  years  of  age  and  students 


■\ 


I! 


II     li 


F 


268 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


269 


>  ! 


! 


111 


w 


not  above  seventeen  years  of  age  may  purchase  tickets  based  on  one-half 
the  cash  fare. 

Dividends.  —  Dividends  are  to  be  paid  at  certain  definite  rates  on  the 
property  value  of  the  company.  This  property  value  is  defined  in  the 
franchise  as  a  certain  definite  amount,  and  thereafter  additions  may  be 
made  to  this  property  value,  on  which  dividends  are  to  be  paid,  with  the 
approval  of  the  city. 

The  rates  of  return  on  the  property  value  depend  on  the  particular 
fare  schedule  then  in  operation. 

When  schedule  (a)  is  in  effect  the  rate  of  return  is  7  per  cent.;  when 
schedule  (e)  is  in  effect  the  rate  is  8  per  cent.;  and  for  each  lower  item  in 
the  schedule  the  rate  of  return  is  increased  by  one-half  of  1  per  cent.  If, 
and  when,  the  fares  are  increased  to  the  next  higher  item,  the  rate  of 
dividend  decreases  in  the  same  way  that  it  increased  when  the  fares 
decreased. 

Reserve  Funds.  —  The  operation  of  this  system  is  stabOized,  and  the 
schedule  of  fares  and  rates  of  dividends  determined  by  means  of  three 
reserve  funds.  These  funds  are  the  surplus  reserve,  the  accident  reserve, 
and  the  repair,  maintenance  and  depreciation  reserve. 

The  surplus  reserve  shall  be  available  as  an  equalizing  fund  to  promote 
the  orderly  and  economical  operation  and  development  of  the  company's 
business,  and  to  this  end  shall  be  available  specifically  to  aid  in  — 

(a)  Carrying  temporarily  the  charges  oi;  burdens  incident  to  any  un- 
profitable stages  of  extensions  or  additions. 

(6)  Carrying  the  burdens  incident  to  the  reduction  in  fares  or  other 
important  changes  seriously  affecting  the  profits  of  the  business. 

(c)  Preventing  frequent  or  violent  fluctuations  in  fares. 

(d)  Promoting  the  continuous  and  consecutive  payment  of  the  return 
upon  the  company's  property  value,  as  provided  above. 

(e)  Other  purposes  and  uses  elsewhere  authorized  in  the  franchise. 
The  accident  reserve  shall  be  available  as  an  equalizing  fund  for  the 

purpose  of  meeting  losses  (not  charged  into  operating  expenses)  suffered 
by  the  company  on  account  of  accidents,  property  damages,  legal  ex- 
penses in  connection  therewith,  etc. 

The  repair,  maintenance  and  depreciation  reserve  shall  be  available 
for  replacements  and  renewals,  such  as  may  be  necessary  to  maintain 
the  property  in  such  condition  as  to  offset  depreciation  in  the  physical 
condition  of  the  property  as  a  whole,  and  so  that  new  types  of  equipment 
may  be  introduced  to  supersede  those  that  become  antiquated  or  obsolete, 
according  to  commonly  accepted  commercial  standards  in  the  street 
railway  business. 

Method  of  Determining  Fare  Changes.  —  Whenever,  after  paying  or 
providing  for  the  return  on  property  value,  as  per  the  schedule  of  fares 
then  in  operation,  the  repair,  maintenance  and  depreciation  reserve  and 
the  accident  reserve  are  each  not  less  than  normal,  and  the  surplus  reserve 
exceeds  normal  by  50  per  cent.,  then  the  fares  shall  be  reduced  to  the  next 


lower  item.  If  after  operating  six  months  under  such  lower  item  the 
gross  receipts  have  been  sufficient  to  maintain  the  accident  reserve  and 
the  depreciation  reserve  at  normal,  and  the  surplus  reserve  shall  then 
exceed  normal  by  more  than  30  per  cent.,  the  fares  shall  again  be  reduced 
to  the  next  lower  item  in  the  schedule.  A  further  reduction  shall  there- 
after be  made  at  intervals  of  six  months,  until  the  accident  and  deprecia- 
tion reserves  are  still  normal,  but  the  surplus  reserve  shall  amount  to  less 
than  10  per  cent,  in  excess  of  normal. 

Whenever  the  surplus  reserve  is  reduced  to  one-half  of  normal  the 
company  may  increase  its  fares  to  the  next  higher  item;  and  if  at  the  end 
of  sk  months  the  surplus  reserve  is  less  than  80  per  cent,  of  normal,  the 
company  may  again  increase  fares  to  the  next  higher  item,  and  may 
continue  to  increase  its  fares  at  successive  intervals  of  six  months  until 
the  surplus  reserve  equals  90  per  cent,  of  normal,  and  thereafter  the 
company  shall  not  have  the  right  to  increase  its  fares  until  the  surplus 
reserve  is  reduced  to  one-half  of  normal.  It  is  provided,  however,  that 
the  company  shall  never  charge  fares  in  excess  of  those  specified  in  schedule 
(a)  for  transportation  within  the  present  corporate  limits  of  the  city.  The 
surplus  reserve  shall  be  considered  normal  when  it  equals  8  per  cent,  of 
the  contemporaneous  property  value. 

The  accident  reserve  shall  be  considered  normal  when  it  equals  6  per 
cent,  of  the  gross  receipts  for  the  preceding  twelve  months. 

The  repair,  maintenance  and  depreciation  reserve  shall  be  considered 
normal  whenever  the  amount  equals  6  per  cent,  of  the  contemporaneous 
property  value  of  the  street  railway.  This  value  applies  when  fares  are 
charged  according  to  schedule  (a).  When  the  fares  are  reduced  to 
schedule  (6)  this  reserve  shall  be  considered  normal  when  its  amount 
equals  or  exceeds  10  per  cent,  of  the  contemporaneous  property  value. 

Rehabilitation  of  Lines.  —  This  franchise  provides  that  $1,000,000  shall 
be  spent,  exclusive  of  expenditures  charged  to  the  repair,  maintenance 
and  depreciation  reserve,  within  eighteen  months  after  operation  has 
commenced  under  this  ordinance.  This  sum  is  to  be  spent  in  altering, 
reconstructing,  rearranging  and  improving  the  properties  originally  put 
in  operation,  and  in  making  additions  and  extensions,  under  the  direction 
of  the  Board  of  Commissioners.  As  such  expenditures  are  made  the 
amount  shall  be  added  to  the  property  value. 

Supervision  by  the  City.  —  Under  the  charter  of  the  city  the  Board  of 
Commissioners  appoints  a  supervisor  of  public  utilities.  The  salary  and 
expenses  of  such  supervisor  and  the  necessary  assistants  —  engineers,  etc. 
—  are  paid  by  the  various  public  utilities  so  supervised  in  direct  propor- 
tion to  their  gross  receipts.  It  is  provided  with  regard  to  street  railways 
that  these  expenses  shall  not  amount  to  over  one-half  of  1  per  cent,  of 
the  gross  receipts,  with  certain  slight  exceptions  noted.  The  supervisor 
shall  have  access  to  all  books,  records,  etc.,  of  the  company,  and  shall 
keep  informed  as  to  the  results  of  the  operation  and  management  of  the 
company. 


if 


/ 


.  I, 


270 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Purchase  of  Street  Railways  by  CUy.  —  The  rights  and  franchises  shall, 
unless  forfeited  in  accordance  with  the  terms  hereof  or  otherwise  ter- 
minated according  to  law,  continue  until  such  time  as  the  city,  or  some 
person,  firm  or  corporation  designated  by  the  city,  shall  purchase  or  pay 
for  the  company's  property,  plants,  etc.  The  company  by  the  acceptance 
of  this  ordinance  grants  to  the  city  the  right  at  any  time  after  ten  years, 
upon  giving  at  least  six  months'  notice  previous  in  writing,  to  purchase 
all  and  not  less  than  all  (except  as  otherwise  provided)  of  the  property 
of  the  company  in  Dallas  County.  In  case  the  city  shall  so  purchase 
the  property  of  the  company,  it  shall  pay  the  then  property  value  plus 
5  per  cent,  of  the  then  property  value  plus  5  per  cent,  of  so  much  of  the 
property  value  as  represents  additions  made  thereto  within. ten  years 
next  prior  to  the  date  of  purchase. 

The  company,  by  the  acceptance  of  this  ordinance,  agrees  that  if  at 
any  time  after  ten  years  the  city  shall  designate,  as  a  purchaser  of  all  the 
company's  property  included  in  the  property  value,  a  person,  firm  or 
corporation  who  or  which  has  lawful  authority  to  acquire  and  operate 
such  a  street  railway  syistem,  the  company  will  sell  such  entire  property 
to  the  person  or  firm  designated  by  the  city.  In  case  the  licensee  shall 
purchase  the  property,  the  price  shall  be  the  then  property  value  plus  10 
per  cent,  of  the  then  property  value  plus  5  per  cent,  of  so  much  of  the 
property  value  as  represents  additions  made  within  ten  years  next  prior 
to  the  date  of  purchase. 

Unification  of  Lines.  —  This  ordinance  provides  for  the  unification  of 
the  Dallas  Consolidated  Electric  Street  Railway  Company,  Metropolitan 
Street  Railway  Company  and  Rapid  Transit  Railway  Company,  under 
the  name  of  the  Dallas  Railways  Company,  or  other  appropriate  name. 
The  franchises  of  the  above-named  three  companies  would  normally 
have  expired  in  a  few  years  and  are  thus  cancelled.    The  new  company 
may  lease  the  railway  lines  and  property  of  the  Northern  Texas  Traction 
Company  within  the  present  limits  of  the  city  (with  certain  exceptions) 
and  such  rolling  stock  and  equipment  as  is  not  used  solely  or  primarily 
for  interurban  service,  together  with  all  of  the  local  lines  extending  beyond 
the  present  city  limits.    It  is  provided  that  the  company  shall  allow 
other  persons  or  corporations  desiring  to  build  an  interurban  railway 
within  or  into  the  city  to  operate  cars  over  the  tracks  of  the  company  in 
so  far  as  it  may  be  necessary  to  reach  that  portion  of  the  city  used  for 
business  purposes.    The  Board  of  Commissioners  shall  authorize  the 
conditions,  etc.,  under  which  such  joint  operation  over  the  tracks  may 
be  made. 

Taxation. — The  provision  of  this  ordinance  shall  never  be  construed  to 
affect  the  right  of  the  city  to  levy  and  collect  lawful  ad  valorem  taxes. 
The  provision  of  the  ordinance  for  furnishing  of  service  for  a  limited 
compensation  and  for  paying  a  substantial  part  of  the  salary  and  expenses 
of  the  supervisor  and  assistants  shall  be  in  lieu  of  and  accepted  as  pay- 
ment for  all  municipal  charges,  fees,  rentals,  inspection  or  other  charges 


%U 


1918.] 


SENATE  — No.  300. 


271 


and  taxes,  except  ad  valorem  taxes  and  special  assessments  for  public 
improvements. 

Highway  Maintenance.  —  The  company  shall  maintain  in  good  and 
constant  repair  that  portion  of  streets  occupied  by  its  own  tracks  or 
leased  lines,  and  shall  pay  all  cost  of  draining,  grading,  paving,  repairing 
or  otherwise  improving  the  such  portion  of  such  streets  when  any  such 
improvement  is  ordered  by  the  Board  of  Commissioners;  provided, 
however,  that  tjie  company  shall  not  be  required  to  pay  for  paving  except 
the  cost  of  repairing  the  existing  pavement,  unless  provision  is  made  for 
paving  at  the  same  time  the  entire  width  from  curb  to  curb  of  the  street. 
The  portion  of  the  street  occupied  by  the  company  shall  be  deemed  to  be 
the  space  between  the  outer  rails  and  in  addition  the  space  twenty-four 
inches  on  the  outside  of  each  of  the  outer  rails.  Under  certain  conditions 
the  company  may,  with  consent  of  the  Board  of  Commissioners,  con- 
struct and  maintain  a  park  space  for  the  operation  of  its  cars  in  lieu  of 
paving  (except  with  respect  to  street  intersections).  The  company  shall 
sprinkle  with  water  such  of  the  streets  occupied  by  their  tracks  and  at 
such  times  as  may  be  directed  by  the  Board  of  Commissioners.  The 
city  shall  pay  to  the  company  reasonable  compensation  for  such  service. 


,i 


I 


Columbus,  Ohio. 

Population,  210,000  (1917). 

Street  Railways.  —  Columbus  is  served  by  six  street  railway  com- 
panies, five  of  which  connect  the  interurban  roads  and  the  city.  The 
principal  company  is  the  Columbus  Railway  Power  and  Light  Company, 
which  operates  132.066  miles  of  railway  and  serves  the  city  proper,  and 
connects  Columbus  and  Westerville,  and  Columbus  and  Marble  CUfif. 
The  Columbus,  Delaware  &  Marion  Electric  Company  has  60  miles  of 
track  and  connects  Columbus,  Worthington,  Delaware,  Prospect,  Radnor 
and  Marion.  It  also  owns  and  operates  a  city  railway  service  in  Marion 
and  Delaware.  The  Columbus,  New  Albany  &  Johnstown  Traction 
Company  connects  Columbus,  East  Columbus  and  Gahanna.  This 
cpmpany  has  8.8  miles  of  track.  The  Columbus  Urban  and  Western 
Electric  Company  has  10  miles  of  track  and  connects  Columbus,  Marble 
Cliff  and  Fishingers.  The  Ohio  and  Southern  Traction  Company  has 
7  miles  of  track  and  connects  Shadesville  and  Hartman  Stock  Farm  with 
Columbus.  The  Scioto  Valley  Traction  Company  has  78  miles  of  track 
and  connects  Columbus  and  Lancaster,  and  Columbus  and  Chillicothe 
and  intermediate  points. 

Charters.  —  The  Columbus  Railway  Power  and  Light  Company 
secures  its  franchise  from  the  board  of  county  commissioners. 

Public  Ownership.  —  None  of  the  street  railway  companies  are  publicly 
owned  nor  has  public  ownership  been  tried. 

Taxation.  —  The  company  is  taxed  locally  on  its  real  estate.  The 
tentative  value  is  fixed  by  the  State  commission  and  the  rate  by  the  local 


11 


r 


•  I 


272 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


4Si 


•h 


W 


assessors.    It  is  required  to  pay  an  excise  tax  of  li  per  cent,  on  its  gross 
earnings.  * 

Trolley  Freight  and  Express.  —  No. 

Feeders.  —  Feeders  are  not  used. 

Wages  of  Employees.  —  Platform  men  are  paid  24  to  31  cents  per  hour, 
the  increase  from  minimum  to  maximum  covering  a  period  of  ten  years. 
Motormen  receive  a  minimum  of  $13.50  \a  week.  Men  in  the  service 
five  years  or  more  are  allowed  one  uniform  a  year;  men  in  the  service 
ten  years  or  more  are  allowed  one  overcoat  and  one  suit  a  year. 

Rates.  —  The  average  day's  run  is  nine  hours  and  thirty-five  minutes. 
The  rates  of  fare  in  Columbus  are  as  follows:  5  cent  cash  fare,  8  tickets  for 
25  cents,  40  tickets  for  $1.  The  longest  ride  for  a  single  fare  is  between 
10  and  11  miles.  On  the  Columbus  Wester\dlle  line,  which  is  14  miles 
long,  there  is  a  zone  system  in  operation.  There  are  three  zones.  The 
fare  between  the  business  section  of  Columbus  and  Westerville  is  the 
regular  rate  in  Columbus  plus  the  zone  fares.  The  average  rate  of  fare 
with  the  transfer  is  3.2  cents. 

Result.  —  The  testimony  of  street  railway  and  public  officials  was  to 
the  effect  that  the  light,  heat  and  power  business  which  the  company  is 
doing  in  addition  to  street  railroading  is  carrying  the  street  railroad. 
The  company  has  been  paying  officials  stated  interest  at  the  rate  of  5  per 
cent.  It  was  stated  by  the  officials  of  the  company  that  since  1901  they 
have  not  extended  their  lines  more  than  a  mile  and  have  purchased  but 
one  new  car  in  five  years.  The  company  officials  stated  that  they  do 
not  propose  to  give  5-cent  fare  service. 

Detroit,  Mich. 

Population,  465,766  (1910). 

Street  Railways.  —  All  the  street  railways  in  this  city,  together  with 
about  600  miles  of  interurban  lines,  are  owned  and  operated  by  a  single 
company,  the  Detroit  United  Railway.  The  property  thus  owned  was 
partly  constructed  by  this  company  and  partly  acquired  by  the  con- 
solidation and  absorption  of  other  companies. 

Charters.  —  Franchises  within  the  city  were  originally  granted  by  the 
common  council  for  a  period  of  thirty  years.  The  last  of  these  expires 
in  1924.  Others  have  already  expired  and  the  lines  are  operated  under  a 
day-to-day  agreement  entered  into  Aug.  7,  1913.  The  franchises  out- 
side the  city  were  obtained  from  the  township  boards  or  city  or  village 
municipalities  through  which  the  lines  pass. 

Public  Ownership.  —  By  popular  vote  of  40,331  to  9,542  a  municipal 
ownership  amendment  to  the  city  charter  was  adopted  in  the  spring  of 
1913.  Instead  of  proceeding  directly  to  taking  steps  toward  the  pur- 
chase or  condemnation  of  the  street  railways  in  Detroit,  the  commissioners, 
with  whom  this  matter  was  left,  entered  into  a  day-to-day  agreement 
with  the  street  railways.  This  agreement  was  accepted  by  the  common 
council  without  reference  to  popular  vote.    Since  then  two  propositions 


1918.] 


SENATE  — No.  300. 


273 


for  purchase  have  been  submitted  to  the  people.  Both,  however,  are 
described  as  being  somewhat  vague  as  regards  price,  and  were  not  accepted. 
Prior  to  this  several  propositions  to  give  the  Detroit  United  Railway 
franchises  for  new  lines  had  been  voted  down  by  large  majorities.  In 
controversies  extending  over  many  years  the  people  of  Detroit  became 
quite  firm  in  their  demand  for  municipal  ownership  and  3  cent  fares. 
The  adoption  of  the  above  agreement  without  reference  to  popular  vote 
was  deeply  resented.  This  feeling  has,  however,  gradually  died  out,  and 
after  over  thirty  years  of  agitation  and  many  fruitless  votes  the  people 
seem  to  have  accepted  the  present  situation  as  the  best  they  can  hope  for, 
according  to  the  secretary  of  the  Detroit  Board  of  Commerce. 

Taxation  and  Highway  Maintenance.  —  The  visible  property  is  assessed 
and  taxed  the  same  as  any  other  property.  The  street  railway  does  not 
have  to  pay  a  special  franchise  or  compensation  tax.  The  company 
sprinkles  and  removes  the  snow  between  the  tracks. 

Trolley  Freight  and  Express.  —  Interurban  lines  do  a  general  express 
and  package  freight  business.  While  this  adds  materially  to  the  facilities 
for  securing  the  city's  milk  supply,  the  amount  of  farm  and  garden  produce 
brought  in  is  not  great  enough  to  have  an  appreciable  effect  on  prices. 
The  freight  business  on  some  of  the  interurban  lines  amounts  to  as  high 
as  25  per  cent,  of  the  total  business. 

Investment  of  Public  Funds.  —  The  city  is  not  allowed  to  invest  in 
street  railway  securities. 

Feeders.  —  No  auto  busses  or  other  feeders  are  used  by  the  company. 

Wages  of  Employees.  —  Conductors  and  motormen  during  the  first 
three  months  receive  30  cents  an  hour;  the  next  nine  months  35  cents  an 
hour;  and  after  that  40  cents  an  hour. 

Rates.  —  The  rates  are  as  follows:  — 

1.  Seven  tickets  for  25  cents.  Good  on  all  lines  in  the  city  of  Detroit 
and  within  the  one-fare  zone,  so  called,  during  the  twenty-four  hours  of 
the  day. 

2.  Upon  the  payment  of  the  seven-for-a-quarter  tickets  or  a  five-cent 
fare  a  transfer  is  issued  to  any  intersecting  line,  according  to  the  custom. 

3.  Workingmen's  tickets  are  issued.  These  are  sold  8  tickets  for  25 
cents.  They  are  good  from  5.30  a.m.  to  7.30  p.m.  with  transfer  on  any  of 
the  same  lines.  Single  cash  fare  is  5  cents.  The  longest  ride  for  a  single 
fare  on  the  "8-for"  lines  is  about  14  miles;  on  the  ''  7-for, "  about  15  miles. 
The  rates  on  the  interurban  lines  run  from  a  cent  to  a  cent  and  one-half  a 
mile. 

4.  Cash  fare,  5  cents. 

The  company  cannot  change  rates  of  fare  or  lay  new  track  without  the 
consent  of  the  common  council. 

Result.  —  There  is  now  no  serious  agitation  for  general  improvement 
nor  for  public  ownership.  The  city  lines,  the  company's  officials  say, 
are  running  at  a  loss.  They  asserted  that  the  fast  interurban  lines  oper- 
ated by  the  company  are  profitable  because  they  do  a  substantial  freight 
business. 


W 


'¥ 


L'i 


ill 


m     :l 


274 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Milwaukee,  Wis. 
Population,  448,765  (1917). 
Street  Railways.  —  There  are  three  street  railways  in  Milwaukee.  Two 
of  them  do  a  street  railway  business,  incidentally,  in  a  straight  Une  from 
the  edge  of  the  city  to  the  city's  heart,  being  primarily  interurban  com- 
panies. The  remaining  traffic  is  controlled  by  one  company,  known  as 
the  Milwaukee  Electric  Railway  and  Light  Company. 

Charters.  —  Street  railway  charters  are  obtainjed  from  thie  local  au- 
thority, —  the  common  council  of  the  city.  Originally  thfese  franchises 
granted  were  limited  as  to  time.  The  Legislature  has  since  then  passed 
acts  providing  for  an  indeterminate  period  upon  the  surrendering  of  the 
franchise. 

Public  Ownership.  —  None  of  the  street  railways  are  pubhcly  owned 
nor  has  pubUc  ownership  ever  been  tried  in  this  city.  One  political 
party  —  the  Social-Democratic  party  —  has  had  municipal  ownership  in 
its  platform  for  some  time. 

Taxation.  —  Street  railways  are  valued  by  the  State  Tax  Commission 
on  an  ad  valorem  basis.  The  State  collects  the  taxes.  About  85  per  cent, 
of  these  are  returned  to  the  cities.  There  are  ordinance  and  franchise 
provisions  providing  for  a  license  fee  of  $10  a  car,  but  this  is  now  the 
subject  of  litigation.  The  companies  are  required  to  pay  for  the  paving 
of  the  street  railway  zones  and  1  foot  outside.  The  company  is  also 
required  to  repave  these  zones  when  the  city  has  paved  the  portion  out- 
side of  the  street  railway  zone.  The  city  requires  the  companies  to 
sprinkle  the  track  zone.  While  it  is  provided  by  ordinance  that  the 
companies  shall  remove  the  snow  this  has  never  been  vigorously  in  force. 
The  pa^^ng  question  is  also  before  the  courts  for  adjustment.  The  tax 
collections  work  out  so  that  the  company  pays  what  amounts  to  an 
income  tax  on  the  net  income. 

Trolley  Freight  and  Express.  —  The  two  interurban  companies  which 
come  directly  into  the  heart  of  the  city  carry  certain  package  freight  and 
milk.  The  city  officials,  however,  say  that  they  have  their  doubts  as  to 
whether  or  not  this  reduces  the  price  of  food. 

Investment  of  Public  Funds.  —  The  city  is  not  authorized  to  invest  in 
the  securities  of  any  street  railway  nor  to  render  any  financial  assistance 
to  any  company. 

Feeders.  —  The  railway  companies  do  not  use  busses  or  other  feeders. 
Wages  of  Railway  Employees.  —  Aak  the  Milwaukee  Electric  Railway 
and  Light  Company  direct. 

Rates.  —  The  street  railways  in  Milwaukee  charge  5  cents  for  a  cash 
fare.  Six  tickets  are  sold  for  25  cents,  25  for  $1.  For  a  period  of  three 
years  it  was  13  tickets  for  50  cents.  As  a  result  of  litigation  the  city 
succeeded  in  getting  13  for  50  rate.  Owing  to  war  conditions  and  jitney 
competition  the  Railroad  Commission  decided  to  cancel  the  13  for  50 
rate.    The  longest  ride  for  this  rate  is  about  9  miles.    Passengers  are 


1918.] 


SENATE  — No.  300. 


275 


entitled  to  one  free  transfer.  The  city  limits  cover  an  area  of  about  3.5 
square  miles,  while  the  single  fare  zone  area  is  about  35  square  miles. 
The  average  fare  is  4i  cents.  The  street  railways  are  not  allowed  to 
make  new  rates  and  put  them  into  effect  without  petitioning  the  Railroad 
Commission  and  having  the  reasonableness  thereof  determined  at  a 
public  hearing. 

Result.  —  The  street  car  service  and  rates  have  not  been  satisfactory. 
There  has  been  a  continued  litigation  between  the  company  and  the 
city  over  the  question  of  street  car  service  since  1907.  The  Milwaukee 
Electric  Railway  Company  has  a  petition  pending  before  the  Street 
Railway  Commission  for  an  increase  of  fares.  It  is  contending  for  a 
5-cent  cash  fare.    This  is  being  vigorously  opposed  by  the  city. 

The  question  of  fare  increase  has  been  pending  since  1915  and  the 
settlement  of  it  has  been  deferred,  pending  the  result  of  a  revaluation  of 
the  company's  property,  which  took  from  1914  to  1917  to  complete. 
This  company  has  paid  8  per  cent,  or  better  on  its  common  stock  and  has 
paid  6  per  cent,  on  its  preferred  stock  during  the  past  five  years. 

Montreal,  Can. 

Population,  670,000  (1916). 

Street  Railways.  —  The  Montreal  Tramways  Company  operates  the 
lines  in  this  city.  The  mileage  of  the  first  main  track  of  the  tramways 
company  was  about  125  miles  in  1911.  The  capitalization  amounts  to 
about  $35,700,000,  the  gross  earnings  to  about  $6,500,000. 

Charters.  —  The  present  franchise  of  the  tramways  company  expires 
in  1922.  Considerable  effort  has  been  made  for  the  past  two  years  to 
draw  up  a  new  franchise  between  the  street  railway  company  and  the 
city,  and  at  the  present  time  the  royal  commission  is  considering  this 
question. 

Public  Ownership.  —  There  does  not  appear  to  be  any  sentiment  for 
public  ownership  of  the  street  railways  in  this  city. 

Taxation.  —  Taxes  amount  to  7.84  per  cent,  of  the  gross  earnings. 
The  taxes  on  gross  earnings  as  applied  to  ''the  old  section"  (exemption 
is  about  25  per  cent.)  are  as  follows:  — 

4  per  cent,  on  first  $1,000,000. 

6  per  cent,  on  the  next  $500,000. 

8  per  cent,  on  the  next  $500,000. 
10  per  cent,  on  the  next  $500,000. 
12  per  cent,  on  the  next  $500,000. 
15  per  cent,  on  amount  over  $3,000,000. 

Highway  Maintenance.  —  One  of  the  greatest  expenses  of  the  tramways 
company  is  the  cost  of  snow  removal.  The  winter  climate  in  Montreal 
is  very  severe,  the  average  annual  fall  of  snow  being  about  10  feet.  This 
is  removed  from  the  tracks  by  the  railway  company  and  removed  from 
the  streets  by  the  city.    The  company  pays  half  of  the  cost  of  removal 


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276 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


on  streets  on  which  tracks  are  located.    The  annual  average  cost  of  such 
snow  and  ice  removal  is  about  $172,800. 

Trolley  Freight.  —  The  subject  of  trolley  freight  has  been  under  con- 
sideration in  connection  with  the  new  franchises,  and  certain  of  the  plans 
considered  allowed  for  the  handling  of  trolley  freight  and  express.  Trolley 
express  is  carried  into  Montreal  over  certain  of  the  suburban  lines  at  the 
present  time. 

Feeders.  —  Street  railway  company  does  not  use  busses  or  other  feeders. 

Wages.  —  The  trainmen  are  paid  24  cents  the  first  year,  25  cents  the 
third  year,  29  cents  the  fifth  year.  The  company  furnishes  one  uniform 
and  one  overcoat  per  year.  There  is  a  Mutual  Benefit  Association  and 
a  pension  fund,  to  which  the  company  contributes  equally  with  the 
employees.    All  trainmen  are  required  to  speak  both  French  and  English. 

Rates.  —  About  40  square  miles  are  included  in  the  single-fare  area. 
The  fare  is  5  cents  cash,  6  tickets  for  25  cents,  25  tickets  for  $1 ;  8  tickets 
for  25  cents,  good  from  5  to  8  a.m.  and  5  to  7  p.m.;  10  tickets  for  25  cents 
for  school  children.  Outside  the  city  the  railway  fares  average  about 
2§  cents  per  mile.  The  average  ride  in  Montreal  is  about  2  miles.  The 
longest  line  is  about  7  miles.    A  universal  transfer  system  is  in  operation. 

Results.  —  As  mentioned  before,  the  franchise  of  the  tramways  company 
expires  in  1922  or  thereabouts.  For  the  past  three  years  there  has  been 
an  effort  made  to  have  a  franchise  drawn  up,  and  a  royal  commission  was 
appointed  in  1916  to  study  this  matter.  This  commission  was  em- 
powered to  make  a  thirty-six  year  contract,  that  is,  a  contract  for  thirty 
years  beyond  the  expiration  of  the  old  franchise.  The  franchise  relations 
are  rather  complicated  in  this  city,  owing  to  the  fact  that  the  tramways 
company  has  franchises  with  outlying  towns,  some  of  which  are  perpetual. 
Furthermore,  the  company  has  franchises  with  certain  outlying  districts 
which  at  the  present  time  are  parts  of  the  city  of  Montreal. 

In  1915  a  plan  was  proposed  providing  for  a  thirty-year  renewal  of 
the  franchise  and  providing  for  a  5-cent  fare  without  transfer.  This 
tentative  franchise  provided  for  the  payment  to  the  city,  in  lieu  of  taxa- 
tion, of  $200,000  per  year  for  the  first  five  years  and  $300,000  for  the 
second  five  years  and  $500,000  for  the  remaining  years.  The  Board  of 
Trade  suggested  in  connection  with  the  new  franchise  that  — 

1.  Physical  valuation  be  made. 

2.  Provision  be  made  for  the  city  to  buy,,  after  any  fixed  period,  the 
property  of  the  tramways  company  at  the  valuation  plus  a  reasonable 
profit  thereon. 

3.  There  be  a  general  franchise  for  all  of  the  towns  included  in  Greater 
Montreal. 

4.  Payments  to  the  city  be  based  on  a  percentage  graduated  on  an  in- 
creasing scale  in  the  receipts  of  the  company. 

At  the  present  time  the  royal  commission  have  not  completed  their 
investigation  relative  to  the  new  franchise. 


1918.] 


SENATE  — No.  300. 


277 


New  York,  N.  Y. 

Population,  5,670,167  (1917). 

Street  Railways.  —  More  than  600  street  railroad  companies  have 
been  incorporated  to  operate  in  the  city  of  New  York.  Most  of  these 
are  not  now  in  existence.  At  this  time  there  are  33  street  surface  railway 
operating  companies  and  21  lessor  companies.  In  addition  there  are 
3  operating  rapid  transit  railroad  companies  which  operate  subway  and 
elevated  roads,  and  2  such  lessor  companies. 

Charters.  —  The  street  railway  companies  secure  their  charters  of  in- 
corporation from  the  State,  but  they  cannot  operate  without  securing 
franchises  from  the  local  authorities.  The  secondary  or  special  franchise 
granting  authority  is  the  Board  of  Estimate  and  Apportionment  for  the 
ordinary  street  railroad  and  the  Public  Service  Commission  for  the  rapid 
transit  railroads.  A  franchise  granted  by  the  Public  Service  Commission 
is  subject  to  the  approval  of  the  Board  of  Estimate  and  Apportionment. 
A  street  railway  obtaining  a  special  franchise  from  the  Board  of  Esti- 
mate and  Apportionment  must  obtain  the  consent  of  the  Public  Service 
Commission  to  its  exercise,  and  must  also  obtain  from  the  commission  a 
certificate  of  convenience  and  necessity.  Under  the  city  charter  the 
Board  of  Estimate  and  Apportionment  may  not  grant  a  street  railway 
franchise  for  a  longer  period  than  twenty-five  years,  with  a  renewal  on 
revaluation  for  a  second  period  not  exceeding  twenty-five  years. 

Public  Ownership.  —  None  of  the  street  railways  are  or  ever  have  been 
publicly  owned.  Short  lines  over  the  bridges  are  publicly  owned,  but 
the  bridges  were  constructed  by  the  city.  The  city  does  own  the  rapid 
transit  subways  and  elevated  extensions,  except  the  Hudson  and  Man- 
hattan line.  These,  however,  are  operated  by  private  companies.  The 
policy  of  the  city  in  respect  to  rapid  transit  railroads  as  embodied  in  the 
rapid  transit  act  has  for  many  years  required  public  ownership.  The  first 
municipal  subway  (covered  by  contracts  1  and  2)  was  opened  in  1904, 
and  has  cost  the  city  approximately  $55,000,000.  The  company  that 
bid  for  the  lease  spent  several  million  dollars  in  addition  for  construction, 
and  has  equipped  railroad  (power  and  rolling  stock)  at  its  own  expense. 
In  1913  new  contracts  (3  and  4)  were  signed  which  in  some  respects 
modified  constracts  1  and  2.  The  new  contracts  provide  many  addi- 
tional lines  which  have  been  built  or  are  now  being  built  at  the  expense 
of  the  city  and  the  lessees.  Under  these  contracts  the  title  to  the  equip- 
ment as  well  as  the  railroad  is  vested  in  the  city.  The  leases  for  operation 
of  the  railroads  are  for  a  term  of  ten  to  forty-nine  years;  that  is,  they  will 
run  for  forty-nine  years  unless  the  city  exercises  the  right  of  recapture 
after  the  tenth  year  by  repaying  to  the  company  its  approved  expenditures, 
less  the  accumulation  in  the  amortization  fund. 

Taxation.  —  The  State  tax  law  provides  for  an  organization  tax  pay- 
able at  the  time  of  incorporation,  and  for  an  annual  franchise  tax  or 
license  fee  equal  to  1  per  cent,  of  gross  earnings  and  3  per  cent,  of  divi- 


If 
(I 


278 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


dends  declared  in  excess  of  4  per  cent,  on  the  amount  of  paid-up 
capital.  The  local  taxes  consist  of  the  general  property  tax  and  of  special 
taxes  or  fees  provided  for  in  the  secondary  franchise.  There  is  a  general 
ordinance  fixing  a  license  fee  of  $50  per  car  (per  annum)  for  companies 
operating  in  the  borough  of  Manhattan,  but  this  does  not  apply  to  certain 
companies  that  pay  fees  in  accordance  with  the  original  franchises.  One 
or  two  companies  pay  no  license  fee  at  all  on  account  of  the  provisions 
in  the  original  franchise.  In  the  case  of  the  Brooklyn  companies,  the 
usual  license  fee  is  $20  per  car.  In  the  case  of  companies  incorporated 
since  the  general  street  railroad  law  of  1884  went  into  effect  no  license 
fee  is  required,  since  that  law  provided  that  any  company  thereafter 
incorporated  and  any  extension  of  a  company  then  in  operation  should 
pay  to  the  city  3  per  cent,  of  its  gross  receipts  during  the  first  five  years 
of  operation,  and  5  per  cent,  thereafter.  In  1899  the  special  franchise 
tax  law  was  enacted,  which  makes  both  tangible  and  intangible  property 
of  public  utilities  in  streets  and  public  places  assessable  as  real  estate 
under  the  general  property  tax.  The  assessments  are  made  by  the 
State  Tax  Commission,  which  certifies  its  assessed  valuation  to  the 
municipality,  and  the  tax  is  collected  at  the  rate  established  for  ordinary 
real  estate.  The  law  formerly  provided  that  in  paying  the  special  fran- 
chise tax  street  railway  companies  might  deduct  car  license  fees  and  other 
payments  in  the  nature  of  a  tax,  but  this  provision  was  amended  in  1916 
with  respect  to  cities  of  the  first  class  (New  York,  Buffalo  and  Rochester) 
by  excepting  from  the  permissible  deductions  "car  license  fees  or  tolls 
paid  for  the  privilege  of  crossing  a  bridge  owned  by  the  city."  Moneys 
paid  or  expended  for  pa\dng  are  also  excepted  from  the  permissible  de- 
ductions, and  the  city  in  its  standard  form  of  franchise  now  requires  the 
grantee  to  renounce  in  advance  all  claims  for  deductions.  The  standard 
form  of  franchise  in  use  by  the  city  provides  not  only  for  an  initial  pay- 
ment as  compensation,  but  also  minimum  annual  payments  on  an  increas- 
ing scale;  such  minimum  payments,  however,  never  to  fall  below  the 
stipulated  percentage  of  gross  receipts  according  to  the  railroad  law. 

Highway  Maintenance.  —  Virtually  all  of  the  street  railway  franchises 
impose  the  obligation  to  lay  and  repair  pavements  between  the  com- 
pany's rails  and  tracks  and  2  feet  beyond  the  outside  rails,  and  to  remove 
snow  and  ice  from  the  street.  Under  the  local  franchise  grants  the 
companies  are  required  to  water  the  street  when  the  temperature  is 
above  35°. 

Trolley  Freight  and  Express.  —  The  street  railway  companies  are 
authorized  to  carry  freight  and  express.  No  general  freight  and  express 
business  of  consequence  is  carried  on  by  the  street  railway  companies  of 
New  York.  In  the  borough  of  Brooklyn  the  South  Brooklyn  Railway  Com- 
pany operates  freight  cars  and  does  the  freight  business  for  the  Brooklyn 
Rapid  Transit  System.  In  the  fiscal  year  1916  this  amounted  to  $493,170. 
In  the  borough  of  The  Bronx  in  1916  one  company  earned  $2,884  in 
freight  revenue,  and  a  terminal  company  in  Brooklyn  earned  $38,471  in 


1918.] 


SENATE  —  No.  300. 


279 


freight  business  for  that  year.  The  total  freight  business  in  the  entire 
first  district  of  New  York  State  in  1916  amounted  to  $534,525,  as  itemized, 
previously  compared  with  the  total  business  of  $93,791,891. 

Investment  of  Public  Funds.  —  The  city  of  New  York  is  not  authorized 
to  invest  in  the  securities  of  street  railway  companies  or  otherwise  render 
financial  assistance.  It  is  prohibited  by  the  State  Constitution  from 
lending  its  faith  or  credit  to  a  private  corporation.  It  has  rendered 
financial  assistance  indirectly,  however,  by  modifying  the  terms  of  fran- 
chises. Under  the  so-called  dual  system  contracts,  entered  into  pur- 
suant to  the  provisions  of  the  rapid  transit  act,  the  city  has  entered  into 
agreements  with  two  rapid  transit  railroad  companies  for  the  operation 
of  rapid  transit  railways  to  be  constructed  and  owned  by  the  city  of  New 
York  with  money  supplied  by  the  city  and  the  companies,  and  to  be 
operated  by  such  private  companies  or  their  lessees  upon  a  division  of 
profits  with  such  companies. 

The  total  cost  of  the  dual  system  contracts  is  estimated  at  $350,000,000. 
About  $58,000,000  of  this  will  be  contributed  by  the  Interborough  com- 
pany and  about  $14,000,000  by  the  Brooklyn  company.  It  is  provided 
in  the  operating  contracts  that  the  companies  shall  be  first  allowed  their 
operating  expenses  and  shall  be  allowed  a  return  of  6  per  cent,  on  their 
investment.  Payment  of  rental  to  the  city  shall  be  made  after  the 
above  payment  of  6  per  cent,  on  the  investment.  It  is  regarded  as 
doubtful  if  the  city  will  receive  any  rental  return  for  several  years  in  the 
cases  of  some  of  the  new  extensions. 

Feeders.  —  Autos  are  not  used  a§  feeders  for  the  trolley  lines. 

Wages  of  Employees.  —  The  average  wages  of  the  conductors  of  the 
New  York  Railways  Company,  according  to  the  report  of  the  Public 
Service  Commission  for  the  year  ending  June  30,  1916,  are  $2.55  per  day 
for  a  ten-hour  day,  seven  days  per  week,  and  the  wages  of  motormen 
$2.76  per  day.    The  practice  is  to  work  the  men  ten  hours  in  fourteen. 

Rates.  —  The  rate  of  fare  on  street  cars  in  the  city  of  New  York  is  5 
cents  for  one  continuous  ride  in  the  same  general  direction  from  one  point 
on  any  route  or  line  of  a  company  to  any  other  point  on  the  same  or  any 
other  route  or  line  of  the  same  company.    The  longest  ride  for  a  nickel 
covers  a  distance  from  the  southerly  end  of  Manhattan  to  the  northerly 
end  of  the  island,  which  is  about  14  miles,  and  when  all  the  rapid  transit 
lines  now  under  construction  are  in  operation  it  will  be  possible  to  cover 
more  than  20  miles  for  5  cents  on  such  lines,  over  the  greater  portions 
of   the   different   boroughs   of   Manhattan,   The   Bronx,  Brooklyn  and 
Queens.    The  borough  of  Richmond  is  not  yet  connected  with  the  rest 
of  the  city  by  rapid  transit  lines.    It  is  separated  from  the  island  of 
Manhattan  by  a  stretch  of  water  5  miles  long,  and  from  the  borough  of 
Brooklyn  at  the  Narrows  by  over  a  mile.    Transfers  are  issued  from  the 
lines  of  one  company  to  other  lines  of  the  same  company  that  connect 
therewith;  but  with  certain  exceptions,  particularly  in  the  borough  of 
Brooklyn,  where  nearly  all  the  street  railway  companies  are  controlled 


'II 


i 


I 


280 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


h\      !i 


by  the  same  interests,  no  free  transfers  are  issued  from  the  lines  of  one 
company  to  the  lines  of  another  company. 

Save  in  the  borough  of  Brooklyn  free  transfers  are  not  issued  from 
rapid  transit  lines  to  surface  lines.  In  Brooklyn  these  transfers  are 
issued  at  a  few  stations. 

There  are  a  few  instances  where  the  fare  is  less  than  5  cents,  and  a  few 
where  transfers  are  given  from  street  railway  lines  to  rapid  transit  lines 
to  various  points  for  a  flat  5-cent  fare. 

The  rate  of  fare  is  fixed  by  the  railroad  law  and  by  the  local  franchise 
grants.  The  companies  may  not  increase  their  rates  without  the  consent 
of  the  Public  Service  Commission,  which  has  the  authority  to  regulate 
rates  fixed  by  either  statute  or  by  the  local  authorities.  Practically  all 
of  the  street  railway  companies  have  applied  to  the  Public  Service  Com- 
mission for  authority  to  increase  their  rates  or  to  make  a  2-cent  charge 
for  transfers. 

Result  —  New  York  officials  say  that  generally  speaking  the  5-cent 
fare  basis  has  been  satisfactory  to  the  public,  and  that  while  there  has 
been  talk  from  time  to  time  respecting  the  introduction  of  a  zone  system 
and  a  3-cent  fare,  a  5-cent  uniform  fare  has  been  the  policy  of  the  city 
and  the  State  for  many  years.  About  the  time  when  the  Public  Service 
Commission  was  created,  in  1907,  the  street  railway  companies  operating 
in  the  boroughs  of  Manhattan  and  The  Bronx  went  into  bankruptcy, 
and  the  transfer  system  which  had  previously  existed  was  discontinued 
by  order  of  the  courts.  Upon  reorganization  the  commission  enforced 
by  its  order  transfers  between  connecting  companies  in  certain  parts  of 
the  city.  According  to  New  York  officials,  it  appears  to  be  now  the 
turn  of  the  companies  to  complain  against  the  existing  rate. 

The  rapid  transit  lines  have  proved  profitable,  while  the  surface  lines 
have  as  a  general  thing  been  unprofitable. 

Philadelphia,  Pa. 

Population,  1,750,000  (1917). 

Street  Railways.  —  Philadelphia  has  5  street  railway  companies,  the 
principal  of  which  is  the  Philadelphia  Rapid  Transit  Company,  which 
serves  the  whole  of  Philadelphia  County  —  the  city  of  Philadelphia  being 
co-extensive  with  Philadelphia  County.  Four  of  the  companies  are  in- 
dependent of  the  rapid  transit  company,  operating  within  the  city  limits 
without  reaching  the  "central  (downtown)  delivery  district.'*  The 
Philadelphia  Rapid  Transit  Company  operates  660.313  miles,  of  which 
636.977  are  surface  lines,  16.708  elevated  and  6.618  subway.  The  Fair- 
mount  Park  Transportation  Company  operates  8.83  miles  of  track  wholly 
within  Fairmount  Park  and  between  the  third  and  fifth  mile  circles  from 
the  central  delivery  district;  another,  the  Frankford,  Tacony  &  Holmes- 
burg  Street  Railway,  operates  17.11  miles  within  the  city  limits  through 


1918.) 


SENATE  —  No.  300. 


281 


the  northeastern  section  of  the  city  and  between  the  seventh  and  thirteenth 
mile  circles  from  the  central  delivery  district.  The  Philadelphia  Rail- 
ways Company  operates  10  miles  through  the  southwestern  section  of 
the  city  and  close  to  the  second  mile  circle  from  the  central  delivery 
district.  The  Reading  Transit  and  Light  Company,  Norristown  di\dsion, 
operates  10  miles  of  track  through  the  northwestern  section  of  the  city 
and  the  fifth  mile  circle  from  the  central  delivery  district. 

Charters.  —  Street  railway  charters  are  obtained  from  local  authorities 
subject  to  the  public  service  law  of  1913,  establishing  the  Public  Service 
Commission  of  Pennsylvania. 

Public  Ownership).  —  None  of  the  street  railways  in  Philadelphia  are 
publicly  owned.  The  city  of  Philadelphia  at  present  is  engaged  in  the 
construction  of  subways  and  elevated  railways  and  a  10-mile  surface  line 
under  the  provisions  of  an  act  approved  June  17,  1913,  "empowering  the 
cities  of  the  first  class  to  purchase,  lease,  locate,  construct,  and  equip, 
or  otherwise  acquire,  transit  facilities,  and  to  own  and  maintain,  use  and 
operate  the  same  within  their  corporate  limits,  and  within  the  limits  of 
adjacent  cities,  boroughs  and  townships,  to  exercise  the  right  of  eminent 
domain  in  connection  therewith,  and  prescribing  the  manner  of  ascer- 
taining the  damages  sustained  in  connection  with  such  exercise;  to  sell, 
pledge,  or  lease  transit  facilities;  to  grant  licenses  for  the  use  of  the  same; 
to  enter  into  agreements  for  the  construction  and  operation  of  the  same; 
to  connect  the  tracks  of  railways  with  the  tracks  of  railroads  or  railway 
companies,  and  under  certain  conditions  to  use  portions  of  the  tracks 
of  the  latter;  and  empowering  railroad,  railway,  and  motor  power  com- 
panies to  sell,  purchase,  and  lease  transit  facilities  to  and  from  said  cities, 
and  to  contract  with  said  cities  respecting  the  acquisition,  construction, 
operation,  and  use  of  transit  facilities." 

Taxation  and  Highway  Maintenance.  —  Under  a  contract  made  by  the 
city  with  the  Philadelphia  Rapid  Transit  Company  in  1907  the  company 
was  required  to  pay  to  the  city,  beginning  with  the  month  of  July,  1912, 
$10,000  monthly  for  a  period  of  ten  years,  then  at  the  rate  of  $15,000 
monthly  for  a  further  period  of  ten  years,  then  at  the  rate  of  $20,000 
monthly  for  a  period  of  ten  years,  then  at  the  rate  of  $25,000  for  a  further 
period  of  ten  years,  and  finally  at  the  rate  of  $35,000  monthly  for  the 
balance  of  the  term  of  the  contract,  which  was  fixed  to  run  until  July, 
1957,  or  until  such  time  thereafter  as  the  city,  by  serving  six  months' 
notice  on  the  company,  should  decide  to  take  over  its  street  railway 
facilities.  These  payments  go  into  a  special  fund  held  by  a  commission 
composed  of  the  mayor  of  the  city,  the  president  of  the  company  and  the 
president  of  the  board  of  directors  of  the  city  trusts.  This  commission 
is  required  to  invest  and  reinvest.  After  the  fund  may  have  reached 
the  amount  of  $5,000,000  it  was  provided  that  it  may  be  turned  into  the 
treasury.  In  addition  to  these  payments  the  company  under  contract 
was  required  during  the  first  full  term  of  ten  years  to  pay  into  the  city 


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282 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


treasury  each  year  the  sum  of  $500,000  in  cash.  During  the  second  full 
term  of  ten  years  the  company  is  required  to  pay  the  sum  of  $550,000, 
during  the  third  term  of  ten  years  the  sum  of  $600,000,  the  fourth  term 
of  ten  years  $650,000,  and  the  fifth  full  term  of  ten  years  $700,000.  These 
payments  are  required  to  be  made  in  equal  monthly  payments,  and  it  is 
provided  that  they  shall  be  in  lieu  and  satisfaction  of  all  obligations  and 
liability  on  the  part  of  the  company  and  its  subsidiary  companies,  for 
the  paving,  repaving  and  repair  of  the  streets  occupied  by  theu-  surface 
lines,  the  obligation  of  the  companies  with  respect  to  the  removal  of  snow 
therefrom,  and  all  license  fees  with  respect  to  the  cars  run  upon  said 
streets  or  over  the  various  city  bridges  or  the  system  of  operating  said 
cars.  Prior  to  1907  the  company  was  required  to  pave  the  streets  which 
it  occupied  from  curb  to  curb. 

Under  the  contract,  in  case  any  additional  streets  be  occupied  by  the 
company,  by  reason  of  additional  surface  lines  or  extensions,  the  chief 
of  the  Bureau  of  Highways  and  Department  of  Public  Works  is  required 
to  certify  the  number  of  square  yards  of  street  paving  upon  the  streets 
so  occupied,  and  the  character  of  such  paving,  and  there  shall  thereafter 
be  added  to  the  yearly  sum  to  be  paid  an  amount  equal  to  7  cents  per 
square  yard  of  macadam  pavement,  8  cents  per  square  yard  of  asphalt 
pavement  and  6  cents  per  square  yard  of  other  character  of  pavement. 
The  company  is  required  to  replace  and  repau*  pavement  removed  and 
damaged  by  any  construction  or  repair  work  which  it  may  undertake 
with  reference  to  its  tracks  or  conduits. 

The  company  was  not  relieved  from  taxation  upon  any  class  of  real 
estate  which  was  at  the  time  taxable,  or  from  taxation  on  dividends  in 
accordance  with  its  charter  or  the  charters  of  its  subsidiaries.  The  city 
is  required  to  credit  any  taxes  or  assessments  which  may  be  imposed 
upon  the  company  for  the  benefit  of  the  city  to  all  payments  made  under 
the  contract,  including  the  sums  which  shall  be  divided  and  paid  to  the 
city  out  of  the  earnings.  Respecting  the  latter  it  is  provided  in  the  con- 
tract that  the  city  shall  share  with  the  stockholders  equally  all  net  earn- 
ings properly  distributable  as  dividends  over  and  above  a  return  of  6  per 
cent,  per  annum  on  the  paid-in  capital  stock  of  the  company. 

The  following  is  a  condensed  statement  for  the  years  ended  June  30, 
1911-16,  inclusive,  of  the  company's  payments  in  taxes:  — 


1911. 


1912. 


State  tax  on  capital  stock, 

State  tax  on  loans,    . 

State  tax  on  gross  receipts. 

City  tax  on  dividends. 

Heal  estate  and  personal 

property  tax. 
Federal  income  tax,  . 


1675.000 

165.087 

115.579 

50,000 

50,444 


1682.414 

173.889 

115.579 

45,993 

55.571 


19U. 


$739,754 

184.984 

115.579 

56,585 

67.038 


1914. 


1915. 


1916. 


$753,025 

187.913 

115.579 

73.250 

92,942 


$754,553 

93,447 

184.434 

115.579 

70.398 

81,671 


$670,498 

79.502 

199.107 

115,579 

70.062 

108.972 


1918.] 


SENATE  — No.  300. 


283 


1911. 


1911. 


191S. 


1914. 


1915. 


1916. 


Licenses  (outside  of  Phila- 
delphia). 

Paving  tax  charged  to 
maintenance.  ^ 

City  of  Philadelphia  pav- 
ing tax.' 

Total,  .... 


$2,277 

430,589 

69.196 


$1,558,171 


$3,210 

454,014 

48,206 


11,578,876 


$2,735 

476.734 

27.377 


$1,660,786 


$2,840 

481.438 

19.200 


$1,726,187 


$2,781 

476.872 

45.861 


$1,825,596 


$3,000 

491,000 

17.981 


$1,755,711 


»  Two  per  cent,  of  gross  revenue. 

«  Amount  depended  in  excess  of  amount  charged  under  maintenance. 

The  city  tax  on  dividends,  amounting  to  $115,579,  is  paid  by  the  lessee 
on  dividends  paid  the  "subsidiary  companies"  in  excess  of  6  per  cent. 
The  real  estate  and  personal  property  tax  is  for  municipal  and  school 
purposes,  at  the  rate  of  $1.75  (for  1917),  levied  by  ordinance  of  councils 
on  the  full  assessed  valuation  of  property  that  is  not  exempt.  The  city 
imposes  no  special  tax  against  the  cars  operated  on  the  car  system.  The 
Philadelphia  Rapid  Transit  Company  operates  one  line  into  the  city  of 
Chester,  for  which  they  pay  an  annual  tax  of  $25,000  per  car  (each  car 
operating  into  Chester  must  carry  a  license  showing  that  this  amount 
has  been  paid  for  that  particular  car),  which  is  included  in  licenses  (out- 
side of  Philadelphia). 

Trolley  Freight  and  Express.  —  The  street  railway  companies  do  trans- 
port milk  and  other  foodstuffs.  The  following  is  a  statement  for  the 
six  years  ending  June  30,  1911-16,  inclusive,  of  the  revenue  from  trans- 
portation, which  includes  trolley  freight  and  express:  — 


1911. 

1912. 

191S. 

1914. 

1915. 

1916. 

Passenger, 

$20,606,987 

$21,714,463 

$22,981,518 

$23,347,189 

$22,942,297 

$24,839,444 

Mail  carriers,     . 

11,856 

14.227 

14,227 

14,227 

14,227 

24,000 

Chartered  car,  . 

13,543 

15,538 

17,555 

19,211 

20,280 

19,344 

Funeral  car, 

- 

- 

4,250 

7,025 

6.500 

6,625 

Mail,  . 

33,578 

31,063 

40.168 

44.872 

48.459 

22,782 

Milk, 

13,257 

14,859 

19.428 

17.549 

14.997 

14,916 

Freight, 

36.747 

81.306 

85.520 

96.692 

104.397 

123,865 

Ash,   . 

197,500 

205.000 

133.125 

53,750 

29.295 

9,221 

Newspaper, 

18.561 

17.740 

18.584 

20.667 

22.817 

28,520 

Miscellaneous   transjwrta- 
tion. 

35 

531 

93 

5.880 

1.210 

1,759 

Total,  . 

$20,932,064 

$22,095,727 

$23,314,468 

$23,627,062  $23,204,479 

$25,090,476 

Investment  of  Public  Funds.  —  No  real  investment  of  public  funds  in 
street  railways  is  permitted  under  the  law.  The  only  investment  of 
that  kind  is  in  connection  with  the  investing  of  monthly  payments  made 


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284  REPORT  ON  STREET  RAILWAYS.  [Feb. 

to  the  city  by  the  company  under  the  terms  of  the  1907  contract,  which 
IS  referred  to  as  a  sinking  fund.  The  commission  which  holds  this  fund 
IS  permitted  to  mvest  in  the  securities  of  the  Philadelphia  Rapid  Transit 
Company. 

Feeders.  -  No  feeders  are  used  by  the  street  railway  companies. 

Wages  of  Employees. --Wages  of  employees,  conductors  and  motor- 
men  are  paid  as  follows  under  a  schedule  which  went  into  effect  March 
1,  1917:  new  men,  28  cents;  after  one  year's  service,  29  cents;  after  two 
years  service,  30  cents;  after  three  years'  service,  32  cents;  after  five 
years'  service,  33  cents. 

Rates.  -  The  rate  of  fare  in  Philadelphia  is  5  cents  for  a  single  con- 
tinuous  ride  within  the  city  limits.    No  reduction  is  made  for  quantities 
of  tickets  purchased.  The  longest  continuous  ride  without  change  of  cars  in 
PhJadelphia  for  5  cents  is  14  miles.   The  longest  5-cent  ride  is  18.95  miles 
There  are  310  free  transfer  points  and  641  points  where  "exchanges'' 
are  honored.    An  "exchange"  may  be  purchased  by  the  payment  of 
3  cents  additional,  making  an  8-cent  fare.    Transfers  or  3-cent  exchanges 
are  issued  only  upon  payment  of  a  cash  fare.    A  transfer  is  not  issued 
on  a  tmnsfer     The  Philadelphia  Rapid  Transit  Company  realized  from 
the  additional  3-cent  charge  for  "  exchange  tickets  "  during  the  last  six 
years   the  following  amounts:    1911,  $739,296;    1912.  $774  764-   19n 
$794,264;   1914,  $831,740;   1915,  $812,685;  and  1916,  ^  oi2    ' 

Results. -The  present  transfer  and  exchange  system  has  been  any- 
thing but  satisfactory  to  many  people,  and  there  was  a  complaint  pendine 
before  the  Public  Service  Commission  of  Philadelphia  by  the  North- 
western  Business  Men's  Association,  Inc.,  against  this  system  wh^n  the 
btreet  Railway  Commission  was  in  Philadelphia.  It  is  stated  in  the 
complamt  that  the  transfer  and  "exchange"  system  ha^  produced  great 
discriminations.  The  association  appealed  to  the  Public  Service  Com- 
mission  for  a  change  in  the  system. 

The  system  of  leasing  and  holding  companies  was  said  by  Philadelphia 
officials  to  be  responsible  for  a  large  amount  of  wat^r,  and  to  no  small 
extent  the  present  condition  of  the  big  company.    The  fixed  charges  of 
tne  I'hiladelphia  Rapid  Transit  Company  is  about  $10,000,000.    Of  this 
about  three-fourths  is  rental  and  one-fourth  interest 
^a^'Z^'f^  ^/^Prormen^..  -  The  city  has  authorized  the  expenditure  of 
$bd,000^  for  the  construction  of  subways  and  elevated  and  surface 
lines     These  it  is  estimated  will  cost  at  least  $37,000,000  more  than  has 
already  been  provided.    Different  forms  of  leases  for  these  subways  are 
under  discussion.    An  effort  is  being  made  to  unify  the  city's  street  rail- 
way lines. 

Since  1913  the  city  officials  and  the  Philadelphia  Rapid  Transit  Com- 
pany have  been  negotiating  the  terms  of  the  proposed  lease.  The  latest 
plan  which  IS  advocated  by  the  city  officials  is  based  on  the  assumption 
that  the  car  riders  should  pay  the  entire  cost  of  service.  Under  the  plan 
the  cost  would  include  all  rentals  or  underlying  leases  and  a  5  per  cent 


1918.] 


SENATE  —  No.  300. 


285 


interest  on  the  stock  of  the  company.  The  proposed  contract  provides 
that  a  board  of  supervising  engineers  shall  regulate  the  service.  It  is 
provided  that  after  the  cost  of  service  has  been  covered,  the  city  and  com- 
pany investments  shall  receive  the  same  rate  of  interest  up  to  5  per  cent. 
Any  balance  shall  go  into  a  reserve  fund. 

In  the  event  of  this  return  dit)pping  to  5  per  cent,  it  is  provided  that 
an  application  for  an  increase  in  the  rate  of  fare  shall  be  made  by  the 
board  of  engineers.  On  the  other  hand,  when  the  surplus  exceeds  $300- 
000  a  year  for  two  years,  and  the  reserve  fund  is  at  least  $2,000,000,  an 
application  for  the  reduction  of  the  rate  of  fare  must  be  made. 

Toronto,  Ont. 

Population,  506,000  (estimated  1916). 

Street  Railways.  —  Four  companies  operate  in  Toronto  under  separate 
charters,  —  the  Toronto  Railway  Company;  the  Toronto  Suburban 
Railway  Company,  entering  the  northwestern  part  of  the  city;  the  To- 
ronto &  York  Radial  Railway  Company,  entering  the  northern  part  of 
the  city;   and  the  Toronto  Civic  Railway. 

Charters.  —  Charters  are  obtained  from  the  provincial  authorities  and 
are  limited  as  to  time.  Undet*  the  law  no  municipal  council  is  allowed 
to  grant  to  a  street  railway  company  any  privilege  for  a  period  longer 
than  twenty-five  years.  At  the  expiration  of  the  twenty-five  years  the 
municipal  corporation  may,  after  giving  to  the  company  one  year's  notice 
prior  to  the  expiration  of  the  period  limited,  assume  the  ownership  of  the 
street  railway  and  its  property  used  in  the  working  of  the  railway  on 
payment  of  the  actual  value  thereof,  to  be  determined  by  the  Ontario 
Railway  and  Municipal  Board.  If  the  municipality  does  not  exercise 
the  right  at  the  expiration  of  the  franchise  term,  it  may  exercise  such 
right  at  the  expiration  of  any  fifth  year  on  giving  one  year's  notice.  The 
privileges  of  the  company  continue  until  the  ownership  is  assumed  by 
the  municipality.  The  municipal  franchises  act  provides  that  a  municipal 
council  shall  not  grant  to  any  person  or  company  a  franchise  to  operate 
a  railway  on  its  streets  until  a  by-law  setting  forth  the  terms,  conditions 
and  period  of  the  franchise  has  been  voted  on  and  approved  by  the  mu- 
nicipal electors.  The  majority  of  these  electors  voting  is  sufficient 
authority  to  the  council  to  grant  the  franchise.  The  franchise  may 
thus  be  granted  subject  to  such  stipulations  and  conditions  as  to  payment 
by  the  company  of  mileage,  percentage  on  receipts,  etc.,  as  may  be  agreed 
on  between  the  municipality  and  the  company. 

Public  Ownership.  —  The  Toronto  Civic  Railway  is  publicly  owned 
and  operates  over  19.376  miles.  It  is  one  of  seven  publicly  owned  street 
railways  in  this  Province.  This  railway  runs  largely  through  the  out- 
lying districts  and  outside  the  city  of  Toronto,  to  which  districts  the  com- 
pany's franchise  did  not  extend.  The  Toronto  Civic  Railway,  according 
to  the  returns  made  to  the  Dominion  Railway  Statistician  for  the  year 


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REPORT  OxN  STREET  RAILWAYS. 


[Feb. 


ending  June  30,  1916,  had  a  deficit  of  $69,989.42  for  the  year.  There 
is  on  the  part  of  the  Toronto  council  and  rate  payers  a  strong  and  ap- 
parent disposition  to  acquh-e  and  operate  as  a  municipal  concern  the 
Toronto  railway  at  the  expiration  of  the  franchise  in  1921.  Besides  this 
there  is  a  growing  public  sentiment  throughout  the  Province  in  favor 
-of  public  ownership  of  radials  and  interurban  railways,  to  be  operated 
by  electric  current  generated  from  water  power  by  the  Hydro-Electric 
Power  Commission.  The  latter  is  a  governmental  body  now  engaged  in 
the  generating  and  distributing  of  electric  current  throughout  the  Provmce 
for  lighting  and  power  purposes. 

Taxation.  —  The  provincial  taxation  as  imposed  by  the  corporation 
tax  act  is  as  follows:  — 

Every  company  operating  a  street  railway  or  part  thereof  in  a  city  is  re- 
quired to  pay  for  each  mile  of  track  within  the  city  (a)  $20  when  such  mil- 
eage does  not  exceed  20  miles;  (6)  $35  when  such  mileage  exceeds  20  miles 
but  does  not  exceed  30  miles;  (c)  $45  when  such  mileage  exceeds  30  miles 
but  does  not  exceed  50  miles;  (d)  $60  when  such  mileage  exceeds  50  miles. 
The  mileage  is  computed  on  single  track.    Each  mile  of  double  track 
is  counted  as  2  miles  of  single  track.    In  addition  to  the  above  tax  every 
company  is  required  to  pay  a  tax  of  1  per  cent,  of  the  net  earnings  of  the 
company  in  the  city,  to  be  determined  in  case  of  a  company  operating 
part  of  its  line  in  another  municipality  by  the  proportion  of  its  mileage 
in  the  city  to  the  whole  mileage  operated.     "Net  earnings"  is  defined 
as  meaning  all  operating  revenues  and  receipts  in  the  city  after  deducting 
working  expenses  and  payments  to  the  city  by  the  company  for  franchise. 
Under  the  assessment  act  municipal  taxation  is  imposed  as  follows:  — 
Land  is  assessed  at  its  actual  value.    Land  is  defined  as  including  all 
structures  and  fixtures  erected  or  placed  upon,  on,  over,  under  or  affixed 
to  any  highway,  lane  or  other  public  communication  or  water.    A  street 
railway  company's  track,  overhead  work  and  plant  affixed  to  a  public 
street  are  assessed  as  land  at  its  actual  value,  as  are  also  the  other  lands 
of  the  company.    The  rolling  stock  of  a  company  is  specifically  exempted 
from  municipal  taxation.    No  franchise  or  continued  tax  is  executed. 
The  street  railway  companies  are  required  to  keep  in  repair  the  whole 
space  used  on  their  track  allowances,  crossings,  switches  and  turnouts, 
and  18  inches  of  the  highway  outside  of  its  tracks.    If  the  company 
neglects,  the  municipality  will  repair  after  notice  to  the  company  and 
recover  the  cost  from  the  company. 

Highway  Maintermnce.  —  Vnder  the  Ontario  railway  act  companies 
are  required  to  remove  the  snow  from  and  within  their  tracks  and  switches, 
and  any  snow  put  on  the  graded  part  of  the  highway  shall  be  evenly 
spread  thereon  in  a  manner  to  be  approved  by  the  municipal  council  or  its 
en^eer  or  other  officer.  The  charter  requires  the  city  to  furnish  and 
maintain  track  foundation  and  pavement. 

Trolley  Freight  and  Express.  —  The  street  railways  of  Toronto,  and 
in  fact  the  entire  Province,  do  not  transport  milk  or  other  foodstuffs, 
or  other  kind  of  freight  and  express  matter. 


1918.] 


SENATE  — No.  300. 


287 


Investment  of  Pvblic  Funds.  —  Under  a  general  act  municipalities  may 
pass  by-laws  for  subscribing  for  any  number  of  shares  in  the  capital 
stock  of  a  railway  company. 

Feeders.  —  The  street  railway  companies  do  not  use  auto  busses  or  any 
other  kind  of  busses. 

Wages  of  Employees.  —  Conductors  and  motormen  are  paid  30  cents 
an  hour  as  a  minimum  and  37  cents  as  a  maximum  for  two  years'  ser- 
vice by  the  Toronto  Railway  Company  and  Toronto  civic  lines.  The 
minimum  rate  in  this  Province,  however,  is  18  cents  per  hour  for  the  first 
month  and  21  Cents  for  the  next  eleven  months,  increasing  afterwards. 

Rates.  —  The  Toronto  civic  lines  give  6  tickets  for  10  cents.  The 
longest  ride  which  may  be  taken  on  the  civic  railway  for  a  single  fare  is 
about  3|  miles.  These  lines,  which  have  about  20  miles  of  tracks  which 
are  operated  at  a  loss,  were  constructed  to  serve  the  suburbs.  The 
Toronto  Railway  Company  —  the  principal  company  —  when  it  made  its 
agreement  with  the  city  in  1891  agreed  only  to  serve  the  people  in  the 
then  city  limits.  The  company  refused  to  extend  its  lines  at  the  less 
fare  rate  when  the  city  limits  were  extended.  It  thus  gets  all  the  best 
of  the  traffic  and  little  the  worst  of  it.  The  company  charges  a  5-cent 
cash  fare.  It  sells  6  tickets  for  25  cents;  25  tickets  for  $1;  7  tickets  for 
25  cents  which  are  good  on  Sundays  and  during  the  rush  hours  on  week 
days  also;   10  tickets  for  25  cents  for  school  children. 

The  longest  ride  on  the  Toronto  railway  is  about  10  miles.  Transfers 
are  free.  The  maximum  rates  are  fixed  by  statute,  notwithstanding 
anything  to  the  contrary  contained  in  an  agreement  with  a  municipal 
corporation  or  person,  or  any  special  act.  As  a  matter  of  practice  no 
street  railway  companies  have  been  able  to  obtain  an  agreement  with 
any  city  or  town  which  even  allowed  the  company  to  charge  a  rate  equal 
to  that  allowed  by  the  Ontario  railway  act.  All  tariffs  are  subject  to 
the  approval  of  the  Ontario  Railway  and  Municipal  Board. 

Result.  —  There  is  no  complaint  from  the  people  as  to  fares  on  any 
of  the  lines.  Fares  on  the  civic  railways,  however,  are  insufficient  to 
pay  all  charges,  according  to  the  municipal  officials. 


Baltimore,  Md. 

Population,  595,000  (1917). 

Street  Railways.  —  There  is  one  street  railway  company  in  Balti- 
more, —  the  United  Railways  and  Electric  Company. 

Charters.  —  The  charter,  which  was  granted  by  State  Legislature,  pro- 
vided for  the  consolidation  of  several  street  railway  companies  which  had 
been  granted  privileges  from  time  to  time  by  special  acts.  In  addition 
to  obtaining  a  charter  from  the  Legislature  it  is  necessary  for  companies 
to  secure  an  ordinance  from  the  city  for  franchises  on  the  particular 
streets. 


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288  • 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 
^L'^oT^"''-  -  ^-  ^-  >-"  -  public  owne^hip  nor  serious 

land  corporations.  In  addMo^Tr^  ^T  ^  *''"  '*'""  ^  °**'«^  Mao^" 
on  gross  .cipts,  Uo::tZ^l:'^r  J^^'^^*^^  "^  «  Per  cenl 
only  to  mUeage  within  the  city  li^te   a^'  fJ  ^'  '*°'-  "^^^^ 

exceptions  to  this.    The  gross  rS«  ?  !  """^  "^  P"*"^"*  "  ^^^^ 

amounted  to  $618,657.06  in  me  '^'''  """^"^  '^^  P^°^i«'°n 

taif S  ttrrckTfnrrtrT  '^^  T''^'  ^  '^^  -"^  — 
a^  also  ^qui«d,  when"  dieted  by  Te  Cn  '*"'  '"'"  '*"*'  '^^^''y^ 
"•g,  to  sprinkle  the  streets^nn  J^  fi.^  ?  Commissioner  of  Street  Clean- 
May  and  the  first  dT^^^^^^n'^"^  '"'--»  ^^e  first  day  of 
remove  snow  from  between  thJi^^racks  Ld  f^rTf" *  "  "^  ""'^^'^  '° 

.    In.estn.ent  If  Pr^^f:Tlt:\^^  ^t '""' T  '"''«'''• 
mvest  in  securities  of  street  railwavfl^K  '^'^''^''^  authorized  to 

Feed^s.  -  The  strepH!;.  ^  '         ^  "^''^'"  ''""^  so. 

tent,  but  it  is  more iTthelZT''"^  ""'  ''"^^  '°  ^  <=-'-■>  ex- 
way  cars  do  not  off"  ^.oTTJJ^^XI^  ''"'  T' ^  ^''^^  ♦"«  raU- 
as  feeders,  since  in  some  c^s  tW  .^^  "''"  ^^^'^'^  ^e  regarded 
city.  In  one  case  tlTcolTnv  5  T'^  '^^^'^  *°  *«  '*"'«'  °f  the 
no  charge  is  made  o^rZZr^^^T  "  f'V""'  ^'"'^'^^y'  "«» 
bus  fare  and  the  ride  on  Ihe  stS 'c^r  f^  T  "  ^'"'  '^"^  '"<""'»««  '^e  . 
city.  '*'^'  "'''  ^^<»n  the  comiecting  point  into  the 

3oIr'p;;  W"'^'  °'  '"°*°™-  -d  conductors  vary  f„.m  26  to 

of  a  5-cent  fare.  ^  ^'^  '"^'^^^^  '^  "deluded  on  the  payment 

Rate  Regulation.  —  Thp  <;frp«f  ^o;i 
out  the  approval  of  the  Stattu^T  "*"'!3'  ^'^"^^  ^^^^r  rates  with- 

ResuU.  -  The  ratJrnf T  '^''^  Commission. 

some  complaints  o^lL^^u'dThaTfilT^'  ''*""«''  '^^^  "^-^  been 
Ther.  are  no  important  wfvlmLtff  ""''  ""'  ^''^  f°'  ^5  cents, 
stitution  of  modern  ''payTTlw'  T^  "^'"'^  ^'^^  *he  sub- 

Bkii^stop  plan  is  under'co'nsTdertron         ""  '"'"  ^'"^  *°  '--    The 

Buffalo,  N.  Y. 

street  Railways.  -  Thlri'stne'  T'^  ''"'''■ 
this  city  with  the  excepSn  o   the  caTT''  T'f  ^«  '^'  «*^*  <=««  i" 

The  charters  a.  n^t'SdlS'ti^:'  "''"""^^  '""^'  "^  °'''--'- 


1918.] 


SENATE  — No.  300. 


289 


Public  Ownership.  —  There  has  been  no  public  ownership  or  agitation 
for  it. 

Taxation.  —  Under  an  agreement  made  in  1892  some  railways  pay  the 
city  3  per  cent,  of  the  gross  earnings,  and  a  special  franchise  tax  which 
is  greater  than  such  3  per  cent.  Under  decisions  of  the  courts  the  3  per 
cent,  tax  is  deducted  from  the  franchise  tax. 

Highway  Maintenance.  —  The  company  must  pave  and  maintain  be- 
tween the  rails  and  for  2  feet  outside.  Companies  must  also  remove 
or  level  off  any  snow  which  it  takes  from  its  tracks. 

Trolley  Freight  and  Express.  —  A  suburban  line  handles  trolley  freight 
and  express,  but  probably  the  prices  are  not  affected  as  a  general  propo- 
sition.   . 

Investment  of  Public  Funds.  —  The  city  is  not  allowed  to  invest  in 
public  funds. 

Feeders.  —  No  automobiles  are  used  as  feeders  by  the  street  railway 
company. 

Wages.  —  First  year,  26  cents  per  hour;  second,  27  cents;  third,  28 
cents;  fourth,  30  cents;  fifth,  32  cents,  and  thereafter,  33  cents.  The 
average  day  is  ten  hours  and  fifteen  minutes. 

Rates.  —  The  rate  of  fare  is  5  cents,  the  longest  trip  being  about  12 
miles.    Free  transfers  are  given. 

Rate  Regulation.  —  The  street  railway  companies  are  subject  to  public 
authorities  in  questions  of  rate  regulation. 

Result.  —  The  rates  have  been  satisfactory.  Improvements  have  been 
made  from  time  to  time  to  meet  local  conditions.  Acting  on  a  complaint 
of  citizens  the  Public  Service  Commission  has  investigated  the  operation 
of  the  railway  and  made  recommendations  concerning  the  running  of 
street  cars  during  the  winter,  when  delays  are  caused  by  snow  and  ice. 
The  mayor  appointed  a  committee  to  recommend  improvements  in  traffic 
regulations,  and  acting  on  these  suggestions  the  company  is  urging  the 
so-called  skip-stop  system.  This  plan  is  on  trial  and  has  not  been  adopted 
yet,  but  it  has  resulted  in  quicker  service. 

Cincinnati,  Ohio. 

Population,  450,000  (1917). 

Street  Railways.  —  There  is  one  street  railway  in  the  city. 

Charters.  —  Charters  are  obtained  locally  and  the  time  is  limited. 

Public  Ownership.  —  There  has  been  no  public  ownership  nor  con- 
templation of  it. 

Taxation.  —  Street  railways  pay  taxes  based  on  a  valuation  of  $18,468,- 
950  and  a  special  franchise  or  compensation  tax.  This  special  tax,  which 
is  based  on  gross  earnings,  amounts  to  $72,000  for  the  year  1917,  and  in 
1918  and  annually  thereafter  it  will  amount  to  $325,000. 

Highway  Maintenance.  —  Street  railways  are  required  to  maintain  the 
portion  of  the  highway  occupied  by  its  tracks,  to  sprinkle,  and  to  remove 
snow. 


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290 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Trolley  Freight.  —  Freight  is  carried  only  on  interurban  freight  cars. 

Feeders.  —  Street  railways  use  no  feeders  or  busses. 

Wages.  —  Motormen  and  conductors  receive  from  23  to  30  cents  per 
hour,  with  one  and  one-third  pay  for  overtime,  based  on  nine  hours  per 
day. 

Rates.  —  The  rate  of  fare  is  5  cents,  with  free  transfer,  and  the  longest 
ride  is  16  miles. 

Rate  Regulation.  —  No  change  in  fares  can  be  made  without  the  agree- 
ment of  the  municipal  authorities. 

Result.  —  The  street  car  service  is  generally  satisfactory.  Various  im- 
portant changes  are  under  way  in  accordance  with  a  new  ordinance  which 
was  passed  in  1917.  This  ordinance  provides  for  an  extension. of  time 
for  the  Cincinnati  Street  Railway  Company  and  provides  for  the  opera- 
tion by  this  company  of  the  surface  and  rapid  transit  lines  in  the  city. 
A  subway  was  recently  built  which  forms  the  principal  part  of  the  rapid 
transit  line  at  present. 

Jersey  City,  N.  J. 

Population,  270,903  (1917). 

Street  Railways.  —  There  is  one  street  railway  company  in  Jersey 
City. 

Charters.  —  Charters  are  obtained  from  local  authorities  after  approval 
of  the  Public  Utilities  Commission.    Present  charters  are  unlimited. 

Public  Ownership.  —  Public  ownership  has  not  been  tried  in  this  city. 

Taxation.  —  There  is  a  tax  of  a  certain  percentage  of  gross  receipts. 
There  is  also  a  license  tax  per  car. 

Highway  Maintenance.  —  The  street  railway  companies  are  obliged  to 
maintain  2  feet  outside  the  tracks. 

Trolley  Freight.  —  There  is  no  trolley  freight  service. 

Investment  of  Public  Funds.  —  There  is  no  investment  of  public  funds 
except  that  Jersey  City  had  an  enabling  act  passed  permitting  it  to  build 
tracks  and  operate  them  or  lease  them  for  operation  in  the  streets  for 
freight  railroad  purposes. 

Feeders.  —  There  are  no  feeders  maintained  or  operated  by  the  street 
railways. 

Wages.  —  The  wages  range  from  25  to  35  cents  per  hour. 

Rates.  —  The  rate  of  fare  is  5  cents  and  this  includes  free  transfers. 

Rate  Regulation.  —  The  street  railway  cannot  raise  its  rates  without 
permission  from  the  proper  authorities. 


1918.] 


SENATE  — No.  300. 


291 


Los  Angeles,  Cal. 
Population,  600,000  (1917). 

Street  Railways.  —  There  are  two  street  railways  in  Los  Angeles,  the 
Los  Angeles  Railway  Corporation  and  the  Pacific  Electric  Railway  Com- 
pany, the  latter  having  a  limited  local  business  in  connection  with  its 
interurban  business. 

Charters.  —  Street  railway  charters  or  franchises  are  obtained  from  the 
city  authorities  and  have  always  been  limited  as  to  time. 

Public  Ownership.  —  There  have  been  no  publicly  owned  street  rail- 
ways, nor  has  public  ownership  ever  been  seriously  contemplated. 

Taxatixm.  —  The  total  taxes  paid  by  the  street  railways  to  city,  county 
and  State  combined  amount  to  about  5|  per  cent,  of  the  gross  revenue. 
The  city  tax  is  a  franchise  tax,  which  is  in  effect  1  per  cent.,  although 
the  franchises  have  contained  a  2  per  cent,  clause,  with  the  provision 
that  if  the  franchise  is  for  an  extension  a  2  per  cent,  of  gross  annual  re- 
ceipts shall  be  figured  on  one-half  of  the  gross  annual  receipts.  The 
railways  have  always  contended  that  an  ordinary  franchise  within  the 
meaning  of  the  law,  at  least  at  the  issuance  of  said  franchise,  can  become 
an  extension  of  an  existing  line  upon  the  assignment  of  said  franchise  by 
the  owner  thereof  to  another  party  operating  the  line. 

Highway  Maintenance.  —  Street  railways  have  to  lay  and  maintain 
the  pavements  between  the  rails  and  for  2  feet  outside.  The  railways 
are  not  required  to  do  any  street  cleaning  or  watering,  and  there  is,  of 
course,  no  snow  to  contend  with  in  this  city. 

Trolley  Freight  and  Express.  —  The  railways  do  not  transport  milk  or 
other  foodstuffs  over  their  local  lines,  nor  is  such  transportation  con- 
templated. 

Investment  of  Public  Funds.  —  The  city  does  not  invest  in  street  rail- 
way securities. 

Feeders.  —  One-man  shuttle 'cars  are  used  as  feeders  on  some  lines, 
and  the  companies  have  contemplated  the  use  of  busses  in  partly  de- 
veloped territories.  Such  bus  service  has  not  yet  been  attempted  on 
account  of  the  jitney  problem  with  which  the  railways  have  to  contend. 

Wages.  —  The  trainmen's  wages  range  from  29  to  34  cents  per  hour. 

Rates.  —  The  local  fare  is  5  cents,  the  longest  ride  being  8.44  miles 
without  a  transfer  and  16.9  miles  with  a  transfer,  the  transfers  being  free. 

Rate  Regulation.  —  The  street  railways  cannot  change  their  rates  with- 
out the  permission  of  the  California  State  Railway  Commission. 

Results.  —  The  railways  claim  that  a  5-cent  fare  does  not  give  adequate 
return  on  their  investment  and  they  claim  to  be  losing  money. 


il   ^1 


i ;? 


■■  i  i 


292  REPORT  ON  STREET  RAILWAYS.  [Feb. 


Minneapolis,  Minn. 

Population,  370.000  (1917). 

Street  Railways.  —  There  is  but  one  street  railway  in  the  city  of  Min- 
neapolis. 

Charters.  —  The  present  street  railway  holds  a  charter  from  the  State 
Legislature  which  was  granj;ed  for  a  period  of  fifty  years.  New  franchises 
to  operate  in  cities  must  now  be  obtained  from  the  local  authorities,  that 
is,  from  the  city  council  in  Minneapolis.  The  terms  of  such  franchises 
are  to  be  limited  to  thirty  years,  with  a  renewal  of  thirty  years  with  the 
approval  of  the  city  council. 

Public  Ownership.  —  Public  ownership  has  not  been  tried  in  this 
city. 

Taxation.  —  The  street  railway  company  pays  to  the  city  a  license 
tax  of  $25  per  car  per  year.  Under  State  law  they  are  subject  to  taxation 
on  their  real  and  personal  property. 

Highway  Maintenance.  —  The  street  railway  must  lay  the  pavement 
or  improvement  of  that  portion  of  the  highway  between  the  rails.  The 
street  railway  is  also  obliged  to  maintain  and  clean  such  portion  of  the 
highway. 

Trolley  Freight.  —  The  street  railway  does  not  transport  any  food- 
stuffs. 

Investment  of  Public  Funds.  —  Cities  are  not  authorized  to  invest  in 
the  securities  of  street  railways.  The  Sinking  Fund  Commission  is  not 
forbidden,  if  it  so  desires,  to  invest  its  funds  in  street  railway  bonds. 
Such  investments  have  never  been  made,  however. 

Feeders.  —  The  street  railway  company  does  not  use  busses  or  other 
feeders. 

Wages.  —  Wages  range  from  26  cents  per  hour  to  32  cents,  per  hour 
after  five  years.  The  company  has  also  instituted  a  special  bonus 
amounting  to  $15  per  month,  which  is  paid  to  the  employees,  provided 
they  have  not  been  late  or  absent. 

Rates.  —  The  fare  is  5  cents,  the  longest  ride  being  about  8  miles. 
The  company  maintains  a  universal  transfer  system. 

Rate  Regulation.  —  The  street  railway  cannot  change  its  rates  without 
the  consent  of  the  council.  The  minimum  rate  under  the  present  fran- 
chise is  5  cents.  The  Railroad  and  Warehouse  Commission  has  no 
authority  over  street  railways. 

Results.  —  There  is  general  satisfaction  with  the  street  car  rates. 
Under  the  new  franchise  profit  sharing  on  the  part  of  the  city  will  be 
considered  beyond  the  reduction  of  fares  or  accumulation  of  surplus 
toward  extensions  of  future  purchase  of  entire  property.  Forty  miles 
of  additional  track  extensions  are  being  requested  at  the  present  time, 
but  the  street  railway  company  considers  that  the  six  years  left  of  its 


1918.1 


SENATE  — No.  300. 


293 


present  charter  is  too  short  to  guarantee  such  extensions.  Any  improve- 
ments will  await  the  outcome  of  the  negotiations  regarding  the  proposed 
franchise. 

Newark,  N.  J. 

Population,  401.000  (1917). 

Street  Railways.  —  There  is  one  company  in  Newark,  N.  J.,  operating 
24  lines. 

Charters.  —  Charters  or  franchises  are  obtained  from  the  local  authori- 
ties, the  original  franchise  being  without  limit,  but  recent  extensions 
have  been  granted  for  limited  periods. 

Public  Ownership.  —  There  has  been  no  public  ownership  or  agitation 
for  it  in  this  city. 

Taxation.  —  The  street  railways  are  taxed  on  personal  and  physical 
property,  consisting  of  cars,  rails,  etc.  The  buildings  and  lands  are 
assessed  as  real  estate.  Company  is  required  to  pay  a  5  per  cent,  tax 
on  gross  receipts,  and  also  a  car  license  for  each  car  operated  in  this  city. 

Highway  Maintenance.  —  The  street  railways  are  required  to  pave  and 
maintain  pavement  between  the  tracks,  and  prior  to  1913  they  were  re- 
quired to  pave  and  maintain  1  foot  in  addition  outside  the  tracks,  follow- 
ing which  they  have  been  compelled  to  pave  and  maintain  18  inches 
outside  the  tracks.  Street  railways  are  not  required  to  do  any  street 
cleaning.  They  are  required,  however,  in  some  of  the  outlying  districts 
and  in  certain  of  the  city  streets  to  water  tracks  and  remove  snow  from 
curb  to  curb,  under  agreement  with  the  municipality. 

Trolley  Freight  and  Express.  —  The  street  railways  do  not  transport 
foodstuffs;  and  while  a  trolley  freight  service  was  talked  of  at  one  time, 
nothing  has  been  heard  of  it  for  the  last  four  years. 

Investment  of  Public  Funds.  —  There  has  been  no  authorization  for 
this  city  to  invest  in  street  railway  securities. 

Feeders.  —  Street  railways  do  not  use  busses  or  other  feeders. 

Wages.  —  The  minimum  rate  of  wages  for  conductors  and  motormen 
is  26  cents  and  the  maximum  34  cents  per  hour. 

Rates.  —  The  regular  rate  is  5  cents,  with  transfers.  The  longest 
ride  for  such  a  fare  without  a  change  is  11.56  miles,  and  from  this  line 
transfers  are  issued  at  all  intersections. 

Rate  Regulation.  —  Street  railways  cannot  change  their  rates  without 
being  subject  to  interference  of  public  authorities,  before  the  new  rate 
goes  into  effect. 

Results.  —  The  street  car  service  rates  have  been  satisfactory  on  the 
whole,  and  there  are  no  important  improvements  under  way  or  seriously 
contemplated. 

Remarks.  —  There  are  200  to  300  jitneys  operated  by  private  owners. 
These  jitneys  pay  5  per  cent,  on  gross  receipts  to  the  city  and  are  bonded 
and  regulated,  both  by  State  law  and  municipal  ordinance. 


N 


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294  REPORT  ON  STREET  RAILWAYS.  [Feb. 


New  Orleans,  La. 

Population,  400,000  (1917). 

Street  Railways.  —  There  is  one  street  railway  system  in  New  Orleans 
which  is  a  consolidation  of  various  companies. 

Charter.  —  Franchises  are  obtained  from  the  city  for  various  periods. 

Public  Owner  ship.  —  There  has  been  no  public  ownership  in  this  city. 

Taxaticm.  —  Street  railways  are  taxed  on  all  realty  or  personal  prop- 
erty and  on  franchise  valuation,  the  latter  being  based  on  32  per  cent, 
of  the  gross  receipts,  from  which  gross  receipts  is  deducted  the  assessed 
value  of  real  and  personal  property. 

Trolley  Freight.  —  There  is  no  trolley  freight  service  maintained. 

Investment  of  Public  Funds.  —  City  cannot  invest  public  funds  in  rail- 
way securities. 

Feeders.  —  No  autos  are  used  as  feeders. 

Wages.  —  Wages  paid  are  25  cents  per  hour  for  an  eight-hour  minimum 
day;  one  and  one-half  regular  rates  for  overtime. 

Rates.  —  The  rate  of  fare  is  5  cents  and  the  longest  trip  for  this  fare 
is  15J  miles.  There  is  an  almost  "universal  transfer  system,  no  charge 
being  made  for  transfers,  and  no  transfer  being  given  on  a  transfer. 

Rate  Regulatimi.  —  Rate  is  fixed  by  the  franchise.  Street  railways  can 
reduce  but  cannot  raise  fares. 

Results.  —  The  rates  have  been  satisfactory.  At  the  present  time  a 
thorough  survey  has  been  made,  and  it  is  now  in  the  hands  of  a  special 
committee  for  consideration  and  report. 

Pittsburg,  Pa. 

Population,  590,000  (1917). 

Street  Railways.  —  There  are  one  hundred  street  railway  traction 
companies  in  Pittsburg  maintaining  corporate  organizations.  About 
twenty  years  ago  the  companies  were  consolidated  into  three  systems, 
which  in  1902  were  leased  to  the  Pittsburg  Railways  Company.  To  a 
considerable  extent  the  three  traction  systems  are  still  operated  as  sepa- 
rate properties. 

Charters.  —  All  street  railway  charters  are  granted  by  the  State,  but 
the  consent  of  the  municipalities  must  also  be  secured.  The  require- 
ment of  municipal  consent  is  in  the  State  Constitution,  and  it  has  been 
held  that  municipalities  may  prescribe  such  conditions  as  they  see  fit 
before  granting  their  consent.  Practically  all  of  the  charters  and  local 
grants  of  consent  are  unlimited.  In  a  few  cases  the  charters  are  for  a 
term  of  ninety-nine  years. 

Public  Ownership.  —  No  street  railways  are  publicly  owned.  The 
Legislature  of  1915  passed  an  act  empowering  the  city  to  construct  tracks 
on  certain  streets  where  no  railways  were  operated.    This  act  was  passed 


1918.] 


SENATE  —  No.  300. 


295 


to  allow  the  city  to  build  tracks  on  some  down-town  streets  where  there 
was  public  opposition  to  granting  franchises  to  the  railway  companies. 
The  city  was  to  lease  such  tracks  to  a  street  railway  company  for  opera- 
tion. An  ordinance  was  introduced  in  the  council  providing  for  the 
construction  of  such  tracks,  but  no  action  has  ever  been  taken  under 
this  ordinance. 

Taxation.  —  Street  railways  pay  a  State  tax  of  5  mills  on  the  value 
of  their  capital  stock  to  the  State.  The  State  in  determining  this  value 
endeavors  to  find  the  real  value  of  the  property,  which  is  made  the  basis 
for  this  tax.  They  also  pay  to  the  State  a  tax  of  8  mills  on  gross  receipts. 
Certain  of  the  underlying  companies  pay  a  tax  of  2  per  cent,  to  the  city 
on  gross  receipts.  This  latter  tax,  which  is  a  compromise  of  certain 
matters  regarding  street  cleaning,  paving,  car  taxes,  pole  taxes,  etc., 
amounts  to  $25,000  per  year.  At  present  a  car  license  tax  is  paid  to 
the  city,  amounting  to  $20,000  a  year.  This  claim  is  also  in  dispute. 
The  railway  company  pays  taxes  on  certain  real  estate  owned  by  it  in  the 
city,  this  being  an  exception  to  the  general  rule  in  the  State,  which  ex- 
empts the  real  estate  of  public-service  corporations  from  local  taxation. 

Highway  Maintenance.  —  Street  railways  are  required  to  pave  and 
maintain  between  their  rails  and  1  foot  outside  thereof.  They  are  also 
required  to  keep  this  portion  clean.  There  has  been  considerable  liti- 
gation over  these  questions,  particularly  street  cleaning,  and  the  company 
now  pays  to  the  city  $85,000  per  year  in  commutation  of  this  liability. 

Trolley,  Freight  and  Express.  —  Although  street  railway  companies  in 
Pennsylvania  have  the  power  to  transport  light  freight  and  express 
matter  this  power  has  never  been  used  within  the  city.  Some  milk  and 
produce  are  hauled  in  by  the  interurban  lines.  A  proposition  has  been 
under  discussion  for  the  establishment  of  a  combined  trolley  terminal 
and  market,  but  nothing  has  been  done  toward  carrying  this  out.  The 
amount  of  produce  brought  into  the  city  by  interurban  lines  is  not  enough 
to  have  an  appreciable  effect  on  prices. 

Investment  of  Public  Funds.  —  Municipalities  are  forbidden  by  con- 
stitutional provision  from  investing  in  securities  of  corporations.  An 
exception  has  been  allowed  where  the  city  has  taken  over  corporate  prop- 
erty such  as  bridges. 

Feeders.  —  The  street  railways  do  not  use  feeders.  There  are  a  few 
shuttle  lines  operated,  but  they  are  really  parts  of  the  system. 

Wages.  —  The  present  wage  scale  for  conductors  and  motormen  is 
27  cents  per  hour  for  the  first  six  months,  29  cents  for  the  second  six 
months,  31  cents  for  the  second  year,  with  an  increase  of  1  cent  each 
year  up  to  35  cents. 

Rates.  —  The  rate  of  fare  is  5  cents,  except  between  midnight  and 
5  a.m.,  when  it  is  10  cents.  The  longest  ride  is  between  8  and  9  miles. 
Several  lines  haul  passengers  this  distance  without  transfer.  In  other 
cases  a  transfer  is  given.    Free  transfers  are  given  to  a  limited  extent 


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296 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


The  percentage  of  transfers  to  revenue  passengers  is  somewhere  in  the 
neighborhood  of  15  per  cent. 

Rate  Regulation.  —  Public-service  companies  in  this  State  have  the 
power  to  change  their  rates  without  the  consent  of  the  Public  Service 
Commission,  after  thirty  days'  notice.  If  the  new  rate  is  attacked  within 
this  period  the  burden  of  proof  is  on  the  company;  otherwise  it  is  on  the 
complainant. 

Result.  —  Service  and  fares  have  been  the  subject  of  complaint  in  this 
city  for  ten  years.  The  chief  complaint  has  been  relative  to  the  char- 
acter of  the  service,  —  principally  the  failure  of  the  company  to  provide 
a  sufficient  number  of  cars  operated  on  proper  schedule.  Considerable 
improvement  has  been  made  within  the  past  ten  years.  The  condition 
of  the  track  and  roadbed  is  not  considered  good.  With  regard  to  fares 
the  chief  complaint  has  been  that  the  company  has  not  provided  a  uni- 
versal transfer  system.  The  practice  is  to  operate  lines  from  the  out- 
skirts to  the  central  part  of  the  city,  thence  looping  them  back  on  the 
same  route.  As  a  result  scarcely  any  cross-town  service  is  given  and 
two  fares  are  often  collected  from  persons  traveling  across  the  city.  Re- 
cently a  cross-town  line  has  been  put  on,  transferring  to  a  number  of 
other  lines.  The  city  has  filed  a  complaint  against  the  railway  company 
before  the  Public  Service  Commission,  embracing  all  the  subjects  of  con- 
troversy. It  is  probable  that  as  a  result  improvements  of  service  and  an 
extension  of  the  transfer  privilege  will  be  obtained. 


St.  Louis,  Mo. 
Population,  850,000  (1917). 

Street  Railways.  —  There  is  one  local  street  railway  system  in  St. 
Louis,  viz.,  the  United  Railways  Company  of  St.  Louis,  which  owns  and 
controls  all  street  railway  lines,  comprising  about  500  miles  of  track. 
This  company  was  formed  in  1899  by  the  consolidation  of  all  the  street 
railway  companies  in  the  city  at  that  time.  There  is  also  a  double  track 
line  about  2  miles  long  forming  a  St.  Louis  end  or  terminal  of  a  large 
system  of  interurban  lines  in  Illinois. 

Charters.  —  Charters  are  obtained  from  the  State  authorities  and  are 
sometimes  limited  as  to  time,  but  not  necessarily  so. 

Public  Ownership.  —  There  has  been  no  public  ownership  in  St.  Louis. 
In  future  ordinances,  however,  the  city  will  be  required  by  its  present 
charter  to  reserve  an  option  to  buy  the  property  at  the  end  of  the  first 
ten-year  period  or  at  the  end  of  any  five-year  period  thereafter,  on  terms 
to  be  specified  in  the  franchise. 

Taxation.  —  The  general  property  tax  is  assessed  on  the  valuation 
as  determined  by  the  State  Board  of  Equalization.  This  valuation  in- 
cludes franchise  as  well  as  property  vahie.  This  tax,  which  covers  State, 
county,  city  and  school,  amounts  to  about  4  per  cent,  of  the  gross  receipts. 


1918.] 


SENATE  —  No.  300. 


297 


Under  original  franchises  the  underlying  companies  of  the  United  Rail- 
ways Company  pay  various  amounts  to  the  city  for  special  franchise 
taxes.  At  present  this  tax  amounts  to  about  2  per  cent,  of  the  gross 
receipts  of  the  company.  The  company  pays  the  city  1  mill  per  passenger 
in  addition  to  other  taxes.  After  long  litigation  the  courts  upheld  this 
tax,  which  amounts  to  about  2  per  cent,  of  the  gross  receipts.  Exclusive 
of  Federal  taxes  the  company  pays  about  8  per  cent,  of  its  gross  receipts 
in  taxes. 

Highway  Maintenance.  —  The  company  is  required  to  pave  and  main- 
tain between  the  rails  and  1  foot  on  each  side.  The  expenditure  of  the 
United  Railways  Company  for  this  purpose  amounts  to  about  2  per 
cent,  of  its  gross  receipts.  The  company  is  also  required  to  remove  snow, 
but  not  to  clean  or  sprinkle  the  streets. 

Trolley  Freight  and  Express.  —  The  street  railway  company  has  the 
right  to  transport  freight,  etc.,  but  does  very  little.  There  is  not  enough 
business  of  this  class  to  justify  any  conclusions  as  to  the  effect  on  prices. 

Investment  of  Public  Funds.  —  The  city  is  not  allowed  to  invest  public 
funds  in  its  street  railways. 

Feeders.  —  No  autos  are  used  as  feeders  in  this  city. 

Wages.  —  The  wages  of  motgrmen  and  conductors  are  based  on  a 
graduated  scale,  starting  at  24  cents  per  hour  and  reaching  31  cents  after 
seven  years. 

Rates.  —  The  regular  passenger  fare  is  5  cents;  half  fares  allowed  for 
children  between  five  and  twelve  years  of  age.  The  universal  transfer 
system  is  in  operation  and  the  longest  trip  for  a  single  fare  is  25  miles. 

Rate  Regulation.  —  The  rates  are  subject  to  the  control  of  the  Public 
Service  Commission  of  the  State  of  Missouri. 

Results.  —  The  rates  have  been  satisfactory.  Owing  to  the  over- 
capitalization in  the  consolidations  of  some  subsidiary  companies,  the 
litigation  over  the  so-called  mill  tax  and  the  doubt  as  to  the  date  of  the 
expiration  of  some  of  the  franchises  of  the  underlying  companies,  the 
United  Railways  cannot  secure  new  money  for  extending  and  improving 
the  service  and  for  refunding  underlying  bonds.  Both  the  city  and 
company  realize  that  these  difficulties  must  be  adjusted  or  the  company 
will  have  to  go  into  a  receivership.  Conferences  have  been  held  and 
drafts  of  proposed  ordinances  have  been  prepared. 

The  following  is  a  brief  description  of  the  draft  of  a  new  ordinance 
for  the  United  Railways  Company.  The  subject  is  still  under  consider- 
ation and  consequently  the  final  ordinance  adopted  may  be  materially 
different  from  this  one.    This  bill  provides  for:  — 

A  franchise  for  the  company  until  April  12,  1948. 

Reduction  of  the  company's  capitalization  from  about  $104,000,000  to 
to  $60,000,000. 

A  board  of  control  to  supervise  extensions  and  service  and  expenditures 
for  those  accounts. 


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298 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


A  tax  of  2  per  cent,  on  the  company's  gross  earnings  and  a  supertax 
of  25  per  cent,  of  the  net  earnings  above  7  per  cent.,  and  of  50  per  cent, 
on  net  earnings  above  8  per  cent,  on  the  capitalization. 

Payment  of  the  accrued  mill  tax. 

Requirement  that  the  company  operate  a  subway  or  elevated  system 
if  the  city  should  build  either,  but  no  exclusive  franchise  of  the  under- 
ground or  of  the  overhead  lines  is  granted  to  the  company. 

Probably  there  will  be  provision  for  the  purchase  of  the  company's 
property  by  the  city  under  certain  conditions. 


San  Francisco,  Cal. 

Population,  530,000  (1917). 

Street  Railways.  —  There  are  three  street  railways  operating  in  this 
city. 

Charters.  —  Charters  are  obtained  from  the  city  and  limited  as  to 
time. 

Public  Ownership.  —  One  of  the  lines  is  a  municipal  railway  operated 
by  the  city.  The  rates  are  the  same  as  on  the  lines  operated  by  the 
private  companies.  A  valuation  is  being  made  by  the  city  engineer  of 
the  United  Railroads,  public  ownership  of  which  is  being  considered. 

Trolley  Freight  and  Express.  —  The  companies  do  not  transport  freight. 

Investment  of  Public  Funds.  —  City  does  not  invest  public  funds  in 
street  railways,  —  except  the  board  in  its  ownership  of  the  municipal 
railway. 

Feeders.  —  A  number  of  automobile  bus  lines  operated  into  the  city. 
Information  does  not  show  whether  these  are  operated  privately  or  by 
the  companies. 

Wages.  —  The  municipal  railway  pays  $3.50  for  eight  hours'  work; 
the  California  Street  Cable  Railway  pays  $3.75  for  nine  and  one-half 
hours;  the  United  Railroads  of  San  Francisco  pay  30  to  42  cents,  a  sliding 
scale  for  a  period  of  ten  years.  The  rates  on  the  United  Railroads  will 
be  reasonable,  increase  given  by  the  company. 

Rates,  —  The  rate  charged  is  5  cents  and  includes  free  transfers. 

Rate  Regulation.  —  Any  change  in  fares  would  come  under  the  author- 
ity of  the  board  of  supervisors  of  the  city  and  county  of  San  Francisco. 

Results.  —  The  street  car  service  is  satisfactory. 

Remarks.  —  For  further  information  on  San  Francisco  see  Appendix 
E,  on  "Municipal  Ownership  of  Street  Railways." 


1918.] 


SENATE  —  No.  300. 


Seattle,  Wash. 


299 


Population,  330,834  (1917). 

The  following  are  the  street  railways  operating  in  Seattle,  with  their 
total  equivalent  single-track  mileage:  — 


Puget  Sound  Traction  Light  and  Power  Company, 

Seattle  &  Rianien  Valley  Railway  Company, 

Loyal  Railway  Company,    . 

Western  Washington  Power  Company, 

Puget  Sound  Electric  Railway,     . 

Municipal  Railways,  Division  C, 

Municipal  Railways,  Division  A, 


Miles. 
205.73 
21.99 
1.87 
3.45 
7.87 
4.79 
7.76 


Total, 253.46 

ft 

Note.  —  The  Municipal  Railways,  Division  C,  operates  4.55  miles  of  track  south 
of  the  city  limits. 

Public  Ownership.  —  The  Municipal  Railways  are  owned  by  the  city. 
Other  railways  are  privately  owned.  The  Municipal  Railways  started 
operation  May  23,  1914.  For  further  information  on  this  subject  see 
Appendix  E,  "Municipal  Ownership  of  Street  Railways." 

Taxation.  —  Municipal  Railways  do  not  pay  taxes,  but  take  care  of 
paving  and  planking  of  the  right  of  way  to  correspond  with  the  improve- 
ment of  abutting  portion.  Private  companies  are  obligated  under  their 
franchise  to  pave  at  the  same  time  the  city  improves  the  abutting  portion. 
The  Puget  Sound  Traction  Light  and  Power  Company  estimated  its 
proportion  of  taxes  for  the  railway  in  1915  as  $264,424,  according  to  Mr. 
Valentine,  superintendent  of  Public  TOlities,  which  was  equivalent  to 
being  taxed  at  the  rate  of  1.3398  per  cent,  on  its  railway  property. 

Trolley  Freight.  —  Private  interurban  lines  do  a  freight  business,  but 
there  is  no  local  package  freight  on  private  lines.  On  Division  C  of  the 
Municipal  Railways  freight  is  handled,  but  no  freight  is  hauled  on  Di- 
vision A. 

Wages.  —  On  the  Municipal  Railways  conductors,  trainmen,  bammen 
and  trackmen  receive  $3.50  per  day  of  eight  hours.  The  barn  foremen 
receive  $120  per  month.  The  superintendent  of  transportation  receives 
$130  per  month.  The  employees  on  private  lines  recently,  under  an 
arbitration  award,  received  an  increase  in  wages.  The  agitation  for  an 
increase  was  due  to  the  fact  that  the  industrial  activity  of  the  city  resulted 
in  a  demand  for  labor  at  better  wages  than  the  private  companies  were 
paying  their  employees. 

Rates.  —  On  Division  A  of  the  Municipal  Railways  the  rate  of  fare 
was  as  follows:  adults,  4  and  5  cents;  children,  2|  cents;  4-cent  tickets 
sold  on  cars  at  rate  of  6  for  25  cents  and  25  for  $1.  On  Division  C  the 
fare  both  inside  and  outside  the  city  is  the  same  as  on  Division  A.    Com- 


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REPORT  ON  STREET  RAILWAYS. 


[Feb. 


mutation  tickets  allowing  a  through  ride  are  sold  on  Division  C  at  the 
rate  of  6  for  $1.  No  transfers  are  issued  on  the  Municipal  Railways. 
The  two  divisions  of  the  raUway  are  widely  separated.  The  rate  of  fare 
on  privately  owned  lines  is  5  cents.  The  largest  privately  owned  com- 
pany, the  Puget  Sound  Traction  Light  and  Power  Company,  has  recently 
withdrawn,  under  the  sanction  of  the  Public  Service  Commission  of  the 
State  of  Washington,  the  sale  of  4-cent  tickets. 

/eeswZ/.  ~  Although  the  Municipal  Railways  have  been  operating  at 
a  deficit,  the  people  of  the  city  seem  to  be  of  the  opinion  that  municipal 
ownership  of  street  railways  will  only  have  a  fair  test  when  the  present 
lines  shall  have  been  connected  and  extended,  as  is  now  being  proposed. 
For  further  information  on  this  matter  see  Appendix  E,  *' Municipal 
Ownership  of  Street  Railways."  At  present  there  seems  to  be  no  par- 
ticular criticism  on  the  part  of  the  people  with  regard  to  the  service  of 
the  privately  owned  lines. 

Washington,  D.  C. 

Population,  365,000  (1917). 
Street  Railways.  —  The  following  street  railways  are  operating  in  the 
District  of  Columbia:  the  Capital  Traction  Company,  the  East  Wash- 
ington Heights  Traction  Company,  Washington  &  Maryland  Railway 
Company,  Washington  Railway  and  Electric  Company.  The  last- 
named  company  controls  three  other  compam'es.  Two  other  companies, 
operating  principally  in  the  State  of  Virginia,  enter  the  District  of  Colum- 
bia. Another  line  operates  through  cars  from  Maryland  into  the  Dis- 
trict of  Columbia  over  the  tracks  of  the  Washington  Railway  and  Elec- 
tric Company. 

Charters.  —  Street  railways  are  chartered  by  Congress  and  the  charters 
are  generally  imlimited. 

Public  Ownership.  — Tuhlic  ownership  has  not  been  tried,  but  has 
been  agitated  for  some  years. 

Taxation.  —  Street  railways  are  taxed  on  all  real  estate  and  improve- 
ments owned  by  them.  They  also  pay  a  tax  of  4  per  cent,  on  their  gross 
earnings  in  lieu  of  the  personal  property  tax. 

Highway  Maintenance.  —  They  are  required  to  maintain  a  space  be- 
tween their  tracks  and  2  feet  beyond  the  outer  rails.  This  includes  the 
laying  of  improved  pavements  for  this  width  whenever  the  remainder 
of  the  portion  of  the  streets  are  so  improved.  Cleamng,  sprinkling  and 
snow  removal  are  not  required. 

Trolley  Freight.  — Certain  of  the  street  railway  companies  are  author- 
ized to  transport  milk  and  other  light  freight. 

Investment  of  Public  Funds.  — The  District  of  Columbia  is  not  author- 
ized to  invest  in  the  securities  of  street  railway  companies. 
Feeders.  —  Street  railways  do  not  use  busses  or  other  feeders. 


1918.] 


SENATE  —  No.  300. 


301 


Wages.  —  Average  wages  per  hour  for  conductors  and  motormen, 
23i  to  27  cents.  Maximum  hom^  of  continued  service,  twelve.  Notice 
of  an  increase  of  2  cents  per  hour  was  recently  made  by  the  Washington 
Railway  and  Electric  Company. 

Rates.  —  The  rate  of  fare  is  5  cents  or  6  tickets  for  25  cents.  These 
tickets  are  good  for  passage  on  any  of  the  lines  of  the  different  companies. 
Free  transfers  are  given  between  the  lines  of  a  company,  but  not  between 
companies. 

Rate  Regulation.  —  The  above  rates  are  fixed  by  an  act  of  Congress 
and  can  only  be  changed  by  that  body  or  by  the  Public  Utilities  Com- 
mission. 

Result.  —  The  Commission  has  been  engaged  upon  the  valuation  of 
the  properties  of  the  street  railway  companies  subject  to  their  juris- 
diction. While  the  physical  property  has  been  inventoried  in  each  case, 
final  determination  of  the  value  for  rate-making  purposes  has  not  been 
made. 


If     I 


II 


>il«  1 


i" 


f 


302 


REPORT  ON  STREET  RAILWAYS. 


11 


12 


13 


[Feb. 


Questionnaire  sent  to  Various  Cities 

[Note  re  Population.  —  United  States  Census,  1910  (unless  otherwise 


B 

3 


City. 


Popula- 
tion. 


Reply  from  — 


1  Aberdeen,  S.  Dak., 

2  Aberdeen,  Wash., 

Akron,  Ohio, 
Albany,  N.  Y.,     . 
Alliance,  Ohio,     . 
Altoona,  Pa., 
Appleton,  Wis.,    . 
Asheville,  N.  C, 
Athens,  Ga., 
10     Argenta,  Ark.,      . 


11,846' 
13,660 

130,000t 

110,000t 


City  auditor. 
City  clerk. 

Mayor. 


Chamber  of 
Commerce. 


15,083     Chamber  of 
Commerce. 


Arkansas  City,  Kan., 
Atlanta,  Ga., 


Atlantic  City,  N.  J., 


60,000t 


16.773 


18,762 


14,913 


11,138 


7,775* 


200,000t 


Chamber  of 
Commerce. 


Mayor. 


53,000t 


Mayor. 


Mayor. 


Mayor. 


Mayor. 

Executive  Secre- 
tary. 


Mayor. 


1. 


'S  o 


a*' 


»  o  o  £  2 


i 


n 


City;  30  years. 
City;  50  years. 


State  charter;    city 
franchise. 


City;  perpetual. 


State  charter;    city 
franchise;   25  years. 


State  charter;    city 
franchise. 


City  and  State  char- 
ters; 30-year  limit. 


Local;  30  years. 


State  charter;    city 
franchise;   20  years. 

State;       renewable 
from  time  to  time. 


State;  no  time  limit. 


1918.] 


SENATE  — No.  300. 


303 


AND  Towns  in  the  United  States. 

noted);   ♦  means  State  Census,  1915;    t  means  estimated  Jan.  1,  1917.] 


£-§ 

o  o 
u 

3 

S  « 
.2 


No. 
No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 
No. 


No. 


cS-5  5 

o  p8  3  5 

3  08  _  00 
ft^  G  3 

<  .«T)  S 


'   00 


.  aiXJ  O  ft 


83  .£3 
1^ 


®  3.. 

^'ft-C.S 

«4H    ©     2    C 
HH    fc.    TO    © 


O 


No. 
No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 


Agitation 
for  it. 


No. 


3. 


fail 

3       ^9 


gS^ftS 


T5  O  »- j3 

S.2  S-« 

3  eS** 

t.  (.1  <4-i  a) 
■tS  O  ^  « 

3^aS 

O  o  >>  " 

O 


03  »  ©"T!    I  ■«:» 
^  -<^  b.  SCO 

g.g  «  §-3  2 


a 
a 


-S  ft-3  gl.-o 
'.3  o' 


a 


>Q  «^  >.® 


X 


.3  -^  C 


i*!*!"  eS  3  S  oj 

>  3^  o-ji  o 


^^ 

o 

S  b. 

U    00 


Regular  city  tax  only. 
Franchise  tax,  S5  per  car. 


Tax  on  value  of  physi- 
cal property. 


Usual  real  estate  tax; 
special  franchise  tax. 


Franchise  subject  to 
tax  on  Tax  Commis- 
sioner's appraisal. 


Physical  valuation  and 
origination  of  business 
in  each  locality. 

Ad  valorem  tax  on  prop- 
erty; also  franchise  tax. 


Special  franchise  tax. 


State  and  county  tax; 
special  city  tax  after  20 
years  of  franchise. 

Assessed  on  valuation. 


Usual  property  tax ; 
also  2  per  cent,  on  gross 
earnings  less  the  fran- 
chise and  sanitary  tax 
and  license. 

One  company  pays  tax 
on  value  of  franchise; 
two  companies  pay  5 
per  cent,  on  gross  re- 
ceipts; all  companies 
pay  license  of  $100  per 
car  per  year;  from  this 
is  deducted  gross  in- 
come tax  on  two  lines. 


No. 

Lay  and  maintain  sur- 
face 1  foot  outside  the 
rails. 

Pave  between  rails;  as- 
sessed for  cost  of  other 
work. 

Maintain  2  feet  outside 
the  rails;  remove  snow 
from  rails. 

Maintain  their  portion 
of  highways. 


Maintain  1  foot  outside 
the  rails;  also  clean, 
water  and  remove  snow. 

Maintain  for  2  feet  out- 
side the  rails  and  re- 
move snow  from  rails. 

Pay  for  one-third  the 
paving  where  lines  are 
located. 


Maintain  between  rails. 


Pays  for  11  feet  single     12 
track  and  16  feet  double 
track. 


Maintain  1  foot  to  18 
inches  outside  rails;  re- 
quired to  sprinkle  tracks 
when  city  sprinkles 
street. 


1 

2 


10 


11 


13 


'i 


'.nHr 


304 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Xi 


10 


11 


12 


CiTT. 


13 


Questionnaire  sent  to  Various  Cities 

[Note  re  Population.  —  United  States  Census,  1910  (unless  otherwise 


• 


Athens,  Ga., 


Argenta,  Ark., 


Arkansas  City,  Kan., 


Atlanta,  Ga., 


Atlantic  City,  N.  J., 


4. 


"■is  2  5. 

Q  C       OB 

.8Sg5 


J?  8 

|| 

S  fl  SI 

n 


Aberdeen,  S.  Dak., 
Aberdeen,  Wash.,  . 

Akron,  Ohio, 

Albany,  N.  Y.,      . 

Alliance,  Ohio, 

Altoona,  Pa., 

Appleton,  Wis., 

Asheville,  N.  C,   . 


No. 
No. 

Yes. 

No. 

Yes. 

Yes. 


Contem- 
plated. 


No. 


Yes. 


No. 


No,  but 
franchise 
allows  it. 

Yes. 


Little. 


No. 


No. 


Adams 
Express. 


5. 


5o, 
o  b 

^  a 


«  <S  0) 

s.li 

00  O  O 


3 

o 

^^ 

00   u 


8 


"U  00 
09  •- 

a'o 


No. 
No. 

No. 

No. 

No. 


No. 


No. 


No. 


No. 


No. 


ss 


•g 


3 
.D 

3S 
9  3^. 

rs.2  » 


No. 
No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

Busses. 


No. 


No. 


7. 


[o  fl  0  « 

'2  o"*  *^ 
a  a  3 
«  o 


Sao  z'a 


Si?S 


^   69 


^35-sa 


18-25  cents. 
27-36  cents. 

32-35  cents. 

28-30  cents. 

24-31  cents. 


21-27  cents. 


21-27  cents. 


About  17-21 
cents. 


$60-S65  per 
month. 


$50-$60  per 
month. 

20-29  cents. 


25-29  cents;  2 
cents  more  on 
interurban  ser- 
vice. 


1918.] 


SENATE  — No.  300. 


305 


AND  Towns  in  the  United  States. 

noted);  •  means  State  Census,  1916;  t  means  estimated  Jan.  1,  1917.1 


O  ^. 

■^00 


03 


P    ID 


5  « 


5 
5 


8. 


73 


OQ    Q> 

Ue3 
a  ^- 

.2  .a 

u 

.a  00 

00 .0 


s» 


m 


4 

7 


6H 


6J^ 


15 


3  x^ 

.a  2-,- a 
3 


o3 


OS   (i    w    A 

•2  fe.2  I 
.i:a.2 


Free. 
Free. 

No. 


Free  on 

interurban 

lines. 

Free. 


Limited. 


Free. 


Free. 


Free. 


Free. 


No. 


Free. 


Free. 


»  *'   I    00  m 

^  »  o  3 


0) 


w     -,-  ^    W  ^ 


3  ©"^ 
^  -»»  3      43  01 


flj3  S  a  2  a 


No. 
No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 
No. 


10. 


«■* 

> 

o3  09 
.?  >> 

«  is  b 

O  CO  -<J 

.a     § 

gra 
■•3 

Ois  © 
.to  .a 


■*>  t-  c  M 

a  3-3  o 
08  O  ^- 


S.2 


?oo 

a  -tJ 
03  a 
© 


©  s^^ 


© 
© 


g-*^  ft  3 

ft§  ©-2 

43^3    © 
.M    00  -.3    «) 


© 

B 

3 


Can  re- 
duce rates. 


Very  satisfactory. 
Yes. 

Yes. 

Company  apply- 
ing for  2-cent  trans- 
fers. 

Service  of  city  line 
unsatisfactory. 


Former  4-cent  ride 
by  tickets  discon- 
tinued. 

Entirely  satisfac- 
tory. 


Yes. 


Yes; 
cars. 


Yes. 

Yea. 
Yes. 


one-man 


Yes. 


No. 
No. 

No. 


Extensions  if  fares 
are  raised. 

Expect  to  reroute 
entire  system. 

No. 


Yes. 


No. 


No. 


1 

2 


No. 

Few  extensions. 


No. 


10 

11 
12 


13 


[«l 


,!   1 


if 


306 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


B 

3 


14 


15 


16 


17 


18 


19 


20 


21 


22 


24 


25 


26 


27 


28 


City. 


Augusta,  Me., 


Aurora,  111., 


•  • 


Austin,  Tex., 
Baltimore,  Md.,   . 


Bangor,  Me., 


Battle  Creek,  Mich., 


Bellingham,  Wash., 


Beloit,  Wis., 


Berkeley,  Cal., 


•  • 


23     Biddeford,  Me., 


Billings,  Mont.,    . 


Bloomington,  111., 


Blue  Island,  111., 


Boise  City,  Ida., 


Boston,  Mass., 


Questionnaire  sent  to  Various  Cities 


Popula- 
tion. 


13.211 


29.807 


29.860 


595,000t 


26,000t 

25,267 

24,298 

15,125 

40,434 

17,079 
10,031 

25,768 
8,043 

17,358 

767,589t 


Reply  from  — 


Street  railway. 
City  attorney. 


Mayor;      cham- 
ber of  Com- 
merce. 


Mayor. 

City  clerk. 
Mayor. 

City  clerk. 

City  attorney. 

Mayor. 
Mayor. 

Mayor. 
Mayor. 


Mayor;  Com- 
mercial Club. 


1. 


2^ 


a** 

03 


03 

< 


25-2.5 


n 


By  special  charter 
or  general  laws;  un- 
limited life. 

Citv  charter;  lim- 
ited life. 


State  and  local  50- 
year  limit. 


State  limited. 


State;  25  years. 


City  charter. 


State  charter;    city 
franchise;  no  charge. 


State  charter,  50 
years;  local  fran- 
chise, 35  to  50  years. 


City  franchise. 


State  Public   Utili- 
ties Board. 


City;   limited  time. 


Certificate         from 
Public  Utilities 

Commission;     local 
franchise,  50  years. 

State;  unlimited. 


1918.] 


SENATE  —  No.  300. 


307 


and  Towns  in  the  United  States  —  Continued. 


2. 

3. 

•♦J 

i  i;  ..'  ' 

00  -P  o 

1    >,  1  e^. 

tntH^iajOJO'Ti   i-*J'« 

Are   any   of   the   stree 
ailways  publicly  owned? 

IS    CD          d 

s  S  n  S 
3*73  S3 
^'"^•^^ 

*  ?  2.  ^ 

O  3  *  a> 

>>ft^.a 

•«  «  2  C 

H- 1  fc.  B  aj 

3^  £§3.2 
(-  1— 1  s  +> 
.»^       £  03 

Oe..  *  ft 

a)  *  3  0 
2.  X  fto 

>-H  es.-<««  r;  sr;  a)"^  4i.-S  C 

.  u 

.  «.fl  o  ft 

.  a3j:3  CO 

.  ?^  « 

.^13  O  !f  d  IS  S-o^  o  K 

3 

< 

PQ 

o 

< 

O 

^ 

- 

- 

• 

-            -            - 

_             _             _ 

14 

No. 

No. 

- 

Tax  on  real  estate,  roll- 
ing stock,  etc. 

Maintain  1  foot  outside 
rails;  no  other  charges. 

15 

No. 

No. 

- 

Ad    valorem     tax    and 
franchise  tax,  also  gross 
receipts  tax. 

Maintain  1  foot  outside 
rails;  no  other  charges. 

16 

No. 

No. 

Real   estate   and    per- 
sonal    property      tax ; 
park  tax  9  per  cent .  gross 
receipts. 

Lay  and  maintain  2 
feet  outside  tracks; 
sprinkle  and  remove 
snow  2  feet  outside 
tracks. 

17 

No. 

No. 

— 

Taxed  by  State;   spe- 
cial franchise  tax. 

Maintain  18  inches  out- 
side rails;  also  water 
and  remove  snow. 

18 

No. 

Contem- 
plated. 

- 

Local  property  tax. 

Maintain  between  rails. 

19 

No. 

No. 

^ 

Local     property     tax ; 
small     percentage     of 
earnings. 

Maintain  between  rails. 

20 

No. 

No. 

State  Tax  Commission; 
gross  earnings. 

Pay  for  8  feet  width; 
assessed  for  share  of 
cleaning  and  snow  re- 
moval. 

21 

No. 

No. 

— 

Non-operating      prop- 
erty taxed  locally;    tax 
on  gross  earnings. 

Considerable  expense  of 
maintaining  part  of 
highways. 

22 

No. 

No. 

- 

State  and  city. 

Maintain  between  rails. 

23 

No. 

No. 

- 

Valuation  of  property. 

Maintain  1  foot  outside 
its  rails. 

24 

No. 

No. 

— 

Taxed  by  State  Equal- 
ization Board;    pay  a 
franchise  tax. 

Maintain  between  rails; 
sprinkle  and  remove 
snow. 

25 

No. 

No. 

Not  taxed. 

Maintain,  clean,  water 
and  remove  snow  8 
feet  single  track,  16 
feet  double  track. 

26 

No. 

No. 

Assessed  by  State  Board 
of  Equalization  on  op- 
erating property. 

Maintain  2  feet  outside 
rails;  charges  for  por- 
tion of  cost  of  sprin- 
kling. 

27 

No. 

No. 

Real  estate  and  fran- 
chise tax. 

Maintain  between  rails 
and  remove  snow;  in 
unpaved  streets  main- 
tain 18  inches  outside 
rails. 

28 

« 


T 

"  1-  ' . 

1 

1 

1 

1 

■1 

: 

I  ' 

1 

|i| 

1    '^ 

i 

1       '■■'' 

4 

\          < 

1 

; 

■ill 


w 


101 


f  11   -'^ 


-r         lis 


M 


308 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


I 


14 


15 


16 


17 


18 

19 
20 

21 

22 

23 
24 

25 
26 

27 

28 


Questionnaire  sent  to  Various  Cities  and 


CiTT. 


4. 


■a 
o 


*"  te  *  o 

ills 

pig's 

a**      a 
Q  5  .  S  6 

■^  O  t-  3  © 

.    U    O    OD  ■*> 


•  © 

'S  => 

s-a 

cs  ©  S 
>>.2'o 

J-'S    00 

..is  a 

pq 


Augusta,  Me., 

Aurora,  111 

Austin,  Tex., 
Baltimore,  Md.,     . 

Bangor,  Me., 

Battle  Creek,  Mich.,      . 
Bellingham,  Wash., 

Beloit,  Wis 

Berkeley,  Cal.,       . 

Biddeford,  Me.,     . 
Billings,  Mont.,      . 

Bloomington,  111., 
Blue  Island,  111.,    . 

Boise  City,  Ida.,    . 

Boston,  Mass., 


Yes. 


Yes. 


No. 


No. 


Yes. 


Yes. 


Little. 


Yes. 


No. 


Ym. 

No,  but 
could. 

No. 


Yes. 


Yes. 


Little. 


Yes. 


No. 


No. 
No. 


No. 


CO  i-r- 

©  ©  © 

5  c  S 


5*0 

©  © 

h 

3  U 

OS 

^© 

**  ^^  ^^  *J    ^ 


8 


g  — 

o  ■*» 

00   > 


6    -2 

.2  05 
ce  O  O 


u 

u 
S 
O 

I 

TS  in 
*j  ® 
«^ 

-0.2 
PQ 


No. 


No. 


No. 


No. 

No. 
No. 

No. 

No. 

No. 
No. 

No. 
No. 

No. 

No. 


No. 


\^ 


•^  *" 

&? 


5  " 

O  3,c. 
>»oo  2 

.  ac: 


No. 


No. 


No. 


Yes. 


No. 

No. 
No. 

No. 

No. 

No. 
No. 

No. 
No. 

No. 

No. 


7. 


3f.§ 


mi 

a"  fl  3  2 

aao  "a 
5  £  S  ♦'Ts 


27-33  cents. 


20H  cents  local 
29-31  cents  in- 
terurban. 

18-25  cents; 
$50-$75  per 
month. 

26-30  cents. 


Average  $2.75 
per  day. 


28-32  cents. 


25-37  cents. 


24-30  cents. 


36-45  cents. 


$2.50  per  day. 

$2.75-$8  per 
day. 

26-31  cents. 


24-30  cents  plus 
10  per  cent, 
bonus. 


29M-34|^  cents. 


1918.] 


SENATE  —  No.  300. 


309 


Towns  in  the  United  States  —  Continued. 


8. 

9. 

10. 

A.  What  is  the  rate  of  fare 
on   your  street  car   lines 
(cents)? 

B.  What  is  the  longest  ride 
(miles)  for  such  rate? 

C.  Does    this   rate   include 
free  transfer,  or,  if  transfer 
payment  is  exacted,  what 
IS  the  charge  for  same? 

Can    your    street    railways 
change  their  rates  without 
being  subject  to  interfer- 
ence of  public  authorities 
before  the  new  rate  goes 
into  effect? 

A.  On  the  whole,  have  the 
street    car    service    rates 
been  satisfactory? 

B.  Are  there  any  important 
improvements     in     your 
street  railway  system  in 
the  process  of  making  or 
seriously  contemplated? 

© 

a 

3 

( 

4^ 

Free. 

No. 

_        _        _ 

To  improve  power 
conditions. 

14 

S 

4H 

Free  on 

urban 

lines. 

No. 

Yes. 

_        _        - 

15 

6 

5H 

Free. 

No. 

Yes. 

Short  extensions. 

16 

6 

16 

Free. 

No. 

Reasonably  so. 

_        -        _ 

17 

f 

3 

Free. 

Yes. 

-        -        - 

No. 

18 

S 

3 

Free. 

Yes. 

Yes. 

Yes. 

19 

5;  6  tickets 
for  25  cents. 

6 

Free. 

No. 

Yes. 

No. 

20 

5;  25  tickets 
for  $1. 

3 

Free. 

No. 

Yes. 

Considerable  ex- 
tensions contem- 
plated. 

21 

S 

12 

Free. 

No. 

Yes. 

Applying  for  6- 
cent  fares. 

22 

1 

5 

Free. 

No. 

Yes. 

No. 

23 

1 

2 

Free. 

No. 

Storage  battery 
line  unsatisfactory. 

Trolley  system 
contemplated. 

24 

5;  6  tickets 
for  25  cents. 

3H 

Free. 

No. 

Yes. 

No. 

25 

f 

S 

Free  on  a 
short  line. 

No. 

No. 

_        -       - 

26 

ft 

0 

Free. 

No. 

Yes,  3  cents  i>er 
mile  fare  on  inter- 
urban. 

No. 

27 

ft 

18 

Free. 

No. 

Yes. 

Street  railway  urg- 
ing financial  relief. 

28 

— » 

m 


i     li 


I- 


310 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


311 


ill 


1 

1 

'    1 

Questionnaire  sent  to  Various  Cities  and 


ClTT. 

Popula- 
tion. 

Reply  from  — 

1. 

J 

1 

A.  How   many   street  rail- 
ways are  there  in   your 
city? 

B.  Are  street  railway  char- 
ters   obtained    from    the 
local  or  State  authorities, 
and  are  these  charters  lim- 
ited as  to  time? 

29 

Brazil,  Ind., 

9,340 

Mayor. 

Local  charter;   lim- 
ited time. 

30 

Bridgeport,  Conn., 

170,000t 

Mayor;     Cham- 
ber    of      Com- 
merce. 

State;  not  limited. 

31 

Buffalo,  N.  Y 

480,000t 

Corporation 
counsel. 

Local;  unlimited. 

32 

Burlington,  Iowa, 

24,261* 

Mayor. 

Charter    from    city 
council;   25  years. 

33 

Burlington,  Vt.,   , 

20,468 

Mayor. 

_         _         _ 

34 

Butte,  Mont., 

lOO.OOOt 

Chamber  of 
Commerce. 

Local;    not  limited. 

35 

Calais,  Me.,  .... 

6,116 

Mayor. 

Local;  25  years. 

35 

Cedar  Rapids,  Iowa,    . 

44,000t 

Commercial 
Club. 

3 

Vote  of  people;    25 
years. 

37 

Champaign,  111.,  . 

12,421 

Mayor. 

2 

Local;  time  limit. 

38 

Charlotte,  N.  C, 

34,014 

Mayor, 

1 

State    charter;     30 
years. 

•  < 

39 

Chattanooga,  Tenn.,    . 

65,000t 

Chamber  of 
Commerce. 

1 

State  charter;    city 
franchise. 

40 

Chicago,  111., 

2,521, 822t 

Association  of 
Commerce. 

* 

2 

Local  and  State. 

41 

Cincinnati,  Ohio, 

450,000t 

- 

1 

Local  limited. 

42 

Clarksville,  Tenn., 

8,548 

City  recorder. 

1 

Mayor  and  board  of 
aldermen. 

43 

r 

Cleveland,  Ohio, 

750,000t 

1 

City  limited. 

_-:zz=3 

Towns  in  the  United  States  —  Continued. 


r- 


■go 
©  o 

J3  ^ 


Oj2 

3 


No. 
No. 

No. 

No. 
No. 
No. 

No. 

No. 

No. 

No. 

No. 

Limited. 

No. 

No. 
No. 


.1 


© 

a 

o 


©  >. 

©  C 

m 

>>b. 

.era  »*>, 
f^  2  n 

eJ  ©-rt 
'  in  u 

n: 

«*-.5"© 

I— I   r    © 


00 

3 

.9 

u 
© 

■«T3 

2-2 


n 


L»    t»    <" 

^  If  e8 
^  ©  3e^. 

*^  c  s  » 
20eg 

Pa  S  o 


02 


No. 
No. 

No. 

No. 
No. 
No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 
Yes. 


Yes, 


3. 


C6    r?   C8   ^ 

-**    —.a 

o^  *o. 
£§ft8 

«     W     Q     U 

5   05   m   © 


to  *.  +»    I 

"5  (2  S  SF 

O  O 


y.  .^3  u  5  C  ©  *^ 

^  ^  "  &6"S 


c3 


© 
© 

l-c 


i  ts 


O  o3 


C.?3 


>,  (S.S 

O  >>  " 

-t^Zi  © 
_  Qj   or; 

Q  >  £^ 

..CO  o 

o 


tn 


o 


«  ©^g 


03 
O 

I  I 


S  p-S  ©;5  o.iS  fl 


No  special  tax. 


Corporation  tax  paid  to 
State. 


Gross      earnings      and 
special  franchise  tax. 


Locally. 


Local    tax    on    realty; 
State  corporation  tax. 

Property  tax;  franchise 
tax. 


Local  tax  on  plant. 


Railway  executive 
council  of  State;  no 
franchise  tax. 

Taxed  by  State  and 
county. 


Value  of  property;   flat 
rate  franchise  tax. 


Property  and  corpora- 
tion tax;  small  fran- 
chise tax  on  portion  of 
the  mileage. 

Property  tax;  net  profit 
tax  in  lieu  of  franchise 
tax  on  surface  lines. 


Tax  on  valuation  of 
about  $18,000,000  and 
special  franchise  tax. 

Privilege  tax  per  mile. 


Property  and  corporate 
franchise  tax. 


Maintain  1  foot  outside 
rails. 

Maintain  and  sprinkle 
2  feet  outside  rails. 


Pave  and  remove  or 
level  off  snow  2  feet 
outside  the  rails. 

Maintain  and  remove 
snow  1  foot  outside  rails. 


Maintain     paving     on 
their  portion  of  street. 


Remove   a   portion   of 
snow  on  highway. 


Maintain  and   clean   1 
foot  outside  rails. 


Maintain  and  remove 
snow  14  inches  outside 
rails. 

Maintain  30  inches  out- 
side rails. 


Maintain  18  inches  out- 
side rails. 


Maintain  and  clean  and 
remove  snow  16  feet 
double  track,  8  feet 
single  track. 

Maintain,  sprinkle  and 
remove  snow  on  por- 
tion occupied  by  tracks. 


Maintain  but  not  re- 
pave  outside  track  not 
to  exceed  18  inches. 


© 


30 


31 


32 


33 


34 


35 


36 


37 


38 


39 


40 


41 


42 


43 


iH 


312 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


f4 


:^ii 


IHii« 


Questionnaire  sent 

TO  Various  Cities  and 

CiTT. 

4.                1 

5. 

6. 

7. 

J 

a 
z 

A.  Do   your  street  railway 
companies  transport  milk 
or  other  foodstuffs,  or  is 
such    transportation  con- 
templated? 

B.  If  they  handle  foodstuffs, 
has  this  tended  to  reduce 
prices  of  such  food? 

A.  Is  your  city  authorized  to 
invest  in  the  securities  of 
street  railway  companies 
or    to    otherwise    render 
other  financial  assistance? 

B.  If  so,  what  does  your  city 
do  in  this  respect? 

A.  Do    your   railway   com- 
panies use  busses  or  other 
feeders? 

A.  What  wages  are  paid  reg- 
ularly employed  conduc- 
tors and  motormen  in  your 
city  (cents  per  hour,  mini- 
mum and  maximum)? 

29 

Brazil,  Ind.,  . 

Yes. 

- 

No. 

- 

No. 

- 

30 

Bridgeport,  Conn., 

No. 

- 

No. 

- 

No. 

26-32  cents; 
36-42  cents 
overtime. 

81 

Buffalo,  N.  Y.,      .        . 

Yes. 

No. 

No. 

- 

No. 

26-33  cents. 

32 

Burlington,  Iowa, 

No. 

- 

No. 

- 

No. 

$2.50  per  ten- 
hour  day. 

33 

Burlington,  Vt.,     . 

No. 

- 

No. 

- 

No. 

- 

34 

Butte,  Mont., 

No. 

- 

No. 

- 

No. 

47H-53HcentB; 
time  and  a  half 
overtime. 

35 

Calais,  Me 

No. 

— 

No. 

~ 

No. 

$14   per   week; 
$2  per  day;   20 
cents  per  hour. 

36 

Cedar  Rapids,  Iowa,     . 

Yes. 

- 

No. 

- 

No. 

19-23  cents. 

37 

Champaign,  111.,    . 

Yes. 

No. 

No. 

- 

No. 

25-29  cents. 

38 

Charlotte,  N.  C,  . 

No. 

- 

No. 

- 

No. 

Thinks  15-20 
cents. 

39 

Chattanooga,  Tenn.,     . 

No. 

- 

No. 

- 

No. 

20-27  cents. 

40 

Chicago,  111., 

No. 

- 

No. 

- 

No. 

30-39  cents. 

41 

Cincinnati,  Ohio,  . 

No. 

- 

No. 

- 

No. 

23-80  cents;  one 
and    one-third 
overtime. 

42 

Clarksville,  Tenn., 

No. 

- 

No. 

- 

No. 

25-35  cents. 

43 

Cleveland,  Ohio,   . 

Little. 

No. 

Not 
now. 

33-35  cents. 

, 

1918.] 


SENATE  — No.  300. 


313 


Towns  in  the  United  States  —  Continued. 


8. 

9. 

LO. 

II 

T5  0  ^«^- 

—  .1: 43  o  « 

tH      ''.■-1    ♦»     OS 

+>  t-  c  *« 

e  rate  of 
eet  car 

Is 

u 

S  3       « 

e3  0) 

—    *  «  s 

OS  c  S     9 

A.  What  b  th 
on   your  sti 

(cents)? 

• 

.2  «.2  M 
"lis 

o 

C.S  s  c  «  c 

5  0.0  0102.3 

if  uS 

ffl 

1 

5 

4 

- 

No. 

Yes. 

No. 

29 

5 

11 

Free. 

No. 

Yes. 

Investigation     for 

30 

improvement     of 

service. 

5 

12 

Free. 

No. 

Yes. 

Service  to  be  im- 
proved. 

31 

5 

5 

Free. 

No. 

Yes. 

No. 

32 

5 

5 

Free. 

No. 

Yes. 

No. 

33 

5 

m 

One  free 
transfer. 

Yes,  up  to 
10  cents. 

Yes. 

No. 

34 

5 

6 

Free. 

Yes. 

Yes. 

No. 

35 

i 

5 

Free. 

No. 

Excellent. 

Much  double  track 

36 

built  recently. 

5'  100 

Free. 

No. 

Yes. 

City  can  give  no 

37 

tickets  for 
14. 

more  free  fran- 
chises. 

6 

m 

Free. 

No. 

Thinks  fare  should 

_        _        _ 

38 

be  6  tickets  for  25 

cents. 

ft 

15 

Free. 

Probably. 

Yes. 

Recently  abol- 
ished 4-cent  fare. 

39 

S 

30 

Free. 

No. 

Yes. 

Unification  of  sur- 
face and  elevated 
lines  being  con- 
sidered. 

40 

» 

1ft 

Free. 

No. 

Generally  satisfac- 

New       ordinance 

41 

tory. 

provides  for  rapid 

transit  lines. 

4.5 

- 

- 

Yes. 

-        _        - 

_        -        - 

42 

4;  3  tickets 
for  10  cents. 

1  cent. 

Yes. 

Sliding     scale     of 

Subway  under  con- 

43 

fares  and  fixed  div- 

sideration.     (See 

idend  rate. 

Appendix  F.) 

W 


1t 


d 


'. 


v^ 


314 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


a 


44 


45 


46 

47 
48 

49 

50 

51 

52 

53 
54 

55 

56 

57 


City. 


Columbia,  S.  C, 


Dallas,  Tex., 


Danbury,  Conn., 

Danville,  111., 
Davenport,  Iowa, 

Dayton,  Ohio, 

Decatur,  111., 
De  Kalb,  111.,       . 


Denver,  Col., 


•  • 


Des  Moines,  Iowa, 


Detroit,  Mich., 


Dixon,  111., 


Duluth,  Minn., 


East  Greenwich,  R.  I., 


Questionnaire  sent  to  Various  Cities  and 


Popula- 
tion. 


Reply  from 


45.000t 


135,000t   Mayor 


Mayor. 


23,000t 

27,871 
51,000t 

135,000t 

45,000t 

8.102 
253.000t 

110,000t 
825,000t 

7,216 

104,000! 

3,604* 


Mayor. 


Mayor. 

Commercial 
Club. 


City  Commis- 
sion. 


Mayor. 


Mayor. 


Mayor;  Com- 
mercial Associa- 
tion. 


Secretary. 


Mayor. 


Mayor. 


Chamber  of 
Commerce. 


1. 


"  2; 

a*' 
a 

as 


^  ri  °o  e* 

os5  2  § 

"  -'C  « 
oo  o  o  C  2 

pa 


State;  time  limit. 


Local  franchise;  un- 
limited. 


State;  unlimited. 


City. 

State  charter;    city 
franchise. 


City  commission. 


City;  20  years. 


Local;   limited. 


City;  20  years. 


City;  25  years. 


City;  limited. 


State  charter;  local 
franchise. 


Old  State  charter; 
new  city  charter  to 
be  given. 

State;  no  time  limit. 


•«:: 


1918.] 


SENATE  —  No.  300. 


315 


I    i 


Towns  in  the  United  States  —  Continued. 


35-2 

OXi 

3 

S  « 

.  >-■ 

< 


No. 


No. 


No. 

No. 
No. 

No. 

No. 

No. 
No. 

No. 
No. 

No. 

No. 

No. 


2. 


a 


o 


»     a 

03  3  U 
5.S  fl  3 

■^"".2 
.  X.Q  o  ft 


o" 

3 


^ 


^  a  «  M 

k  ?  4* 

-   ®  0,  g 

33  S« 

P  3  *  O 

««  a>  2  C 

HH  2:  5  5 


No. 


No. 


No. 

No. 
No. 


Probably  be 

considered 

later. 


No. 

No. 
No. 

No. 
Yes. 

No. 


Seriously 
considered. 


No. 


"  a)  c  X 
ei  I-!  o3  eS 


■♦3 

or 


cu  cS 


Qj  a>  g  o 
"  X  ft  w 
S3  J  c  <r 

g    03   0)   © 

HI  5  eSja 
.  ^^  « 


Property  tax  and  license 
tax. 


3. 


•S-S^22l 


i4d  valorem  taxes;  pay- 
ment of  supervisor's  ex- 
penses in  lieu  of  other 
expenses. 


State  tax  only. 

On  property  only. 
On  property. 


According  to  State  law 
franchise  tax  on  one  line 
was  3  per  cent. of  gross 
receipts. 

General  property  tax; 
car  license  $10  per  car 
per  year. 

General  taxation. 


General  taxes;    $60,000 
per  year  franchise  tax. 


Physical 
taxed. 


property 


'S  "5  a  "^ 

©     iH     .2  ^ 
£.  «H^  «  S  o 


^g 


c 

03 


b£ 


Same  as  any  corpora- 
tion; no  special  fran- 
chise tax. 

Regular  property  tax. 


State  and  town. 


^-  5'ftt:*-'-' 


,  .„  aj 

2  * 
ftg- 

«  X  b 
■"3  o-«'23 


%o 


(^^  g;-^  ^fl 


O 


..13T3  O  p  »- 


^.-  -^  c 

c3  3  S  c8 


> 
o 

■fl-k 


W     ^     IM     ^      — 


V  oa 


Maintain  18  inches  out- 
side rails. 


V 

X> 

a 

3 


Repair,  but  not  renew 
paving  2  inches  outside 
of  tracks;  sprinkle 
tracks,  but  receive  com- 
pensation from  city. 

Maintain  2  feet  outside 
the  rails. 


Maintain  between  rails. 

Maintain  and  remove 
snow  18  inches  outside 
rails. 

Maintain,  clean  and 
sprinkle  18  inches  out- 
side rails. 


Maintain  and    remove 
snow  1  foot  outside  rails. 


Maintain  1  foot  outside 

rails. 

Maintain  2  feet  outside 
rails;  franchise  tax 
covers  cleaning,  water 
and  snow  removal. 

Maintain  and  remove 
snow  1  foot  outside  rails. 

Sprinkle  and  remove 
snow  between  the 
tracks. 

Maintain  and  remove 
snow  1  foot  outside  rails. 


Maintain  1  foot  outside 
the  rails. 


Maintain  1  foot  outside 
the  rails. 


44 


45 


46 

47 
48 

49 

50 

51 
52 

53 
54 

55 

56 

57 


H 


MH 


1' 

■  M 


I 


■I 


I  ; 


316 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


44 


46 

47 
48 

49 

60 

51 
62 

53 
64 

55 

56 


ClTT. 


Columbia,  S.  C, 


45     Dallas,  Tex., 


Danbury,  Conn.,  . 

Danville,  111., 
Davenport,  Iowa, 

Dayton,  Ohio, 

Decatur,  111., 

De  Kalb,  111., 
Denver,  Col., 

Des  Moines,  Iowa, 
DetrcMt,  Mich., 

Dixon,  111.,     . 

Duluth,  Minn., 


57     East  Greenwich,  R.  I., 


Questionnaire  sent  to  Various  CrriEs  and 


s 


St 
■  8." 


S  a  S  h-3 


9  a  5 


a 


0, 


.8S2l 


•  © 

o  a  2 

08  «  B 

^*»   CD 

S?-2  o 

*" «  S 
..B  a 

n 


No. 


Inter- 
urban 
does. 


,No. 

No. 
No. 

No. 

No. 

Small. 
No. 


Franchise 
allows  it. 

Yes. 


Yes. 


No. 


Yes. 


No. 


No. 


No. 


So 


•SS 


i.2 


©  © 


B  £ 
03 

10    > 

^  B 


O  V  S 

".a  a 


OS    Ml  ••-• 

B 


f -g  B 
O 


B 


M     ID     O     O 


J. 2 

S.S 

HH    O 

PC 


No. 


No. 


No. 

No. 
No. 

No. 

No. 

No. 
No. 

No. 

No. 

No. 
No. 
No. 


6. 


I  It 

8| 

1»    00 

S3 


No. 


No. 


No. 

No. 
No. 

No. 

No. 

No. 
No. 

No. 
No. 

No. 

No. 

No. 


7. 


?|  §.9 

^  >>B 
as  >>  b  fc.-3 

«^5  3t!  a 

^^TSgB 
.  34.)  V  B 


18  cents  mini- 
mum; 22  cents 
maximum  mo- 
tormen;  24 

cents  maxi- 
mum conduc- 
tors. 

25-30  cents. 


27-32  cents; 
time  and  a  half 
overtime. 


$2.30-$2.75   per 
day. 


24-26  cents. 


28-34  cents. 


30-40  cents. 


20-24  cents. 


25-55  cents. 


i 


I 


1918.] 


SENATE  — No.  300. 


317 


Towns  in  the  United  States  —  Continued. 

___^ 

8. 

9.          i 

10. 

j-^    M    tS    «■» 

ways 
.hout 
erfer- 
rities 
goes 

.SI 

:2 

What  is  the  rate  of 
on  your  street  car 
(cents)? 

.  What  is  the  longest 
(miles)  for  such  rate? 

.  Does   this   rate   in( 
free  transfer,  or,  if  tra 
payment  is  exacted, 
IS  the  charge  for  sam< 

an    your    street    rail 
change  their  rates  wit 
being  subject  to  int 
ence  of  public  autho 
before  the  new  rate 
into  effect? 

.  On  the  whole,  hav 
street    car    service 
been  satisfactory? 

.  Are  there  any  impc 
improvements     in 
street  railway  syste 
the  process  of  maki 
seriously  contemplat 

i 

i 

3 
15 

< 

n 

U 

O 

< 

«                        1 

b 

5 

Free. 

Within 

city 

limits. 

Yes. 

No. 

44 

5:  22  tickets 

Free. 

No, 

Yes. 

New     service     at 

45 

for  $1. 

cost  plan  adopted. 

(See    Dallas    and 

Cleveland  plans  in 
Appendix  F.) 

5 

iH 

Free. 

Yes. 

Recent      increase 
has    caused    criti- 
cism, but  is  not  ex- 
orbitant. 

No. 

46 

ft 

4 

Free. 

No. 

Reasonably  so. 

No. 

47 

ft 

9 

Free. 

No. 

Yes. 

_        —        — 

48 

5;  6  tickets 

7 

Free. 

■ 

Cannot 

Yes. 

No. 

49 

for  25  cents; 

raise  rate. 

25  tickets 

for  $1. 

ft 

5 

Free. 

No. 

Yes. 

No. 

50 

ft 

IH 

No.    . 

No. 

Yes. 

No. 

51 

ft 

15 

Free, 

No. 

Yes. 

Street  railway 
company  wants 
higher  fares. 

52 

ft 

- 

Free. 

No. 

_        -        - 

.    - 

53 

6;  7  tickets 

15 

Free. 

No. 

—        —        — 

Agitation  for  pub- 

54 

for  25  cents. 

lic  ownership  dy- 
ing out. 

ft 

3 

Free. 

No. 

Yes. 

No. 

55 

ft 

15 

Free. 

Yes. 

Yes. 

Change  in  rates 
might  bring  on 
public  ownership. 

56 

ft 

IH 

No. 

No. 

Fair. 

No. 

57 

•Wl 


•} 


318 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


319 


I  wis     ' 
*     ii     ■ 


:';| 


3 


58 


59 


60 


61 


62 

63 
64 

65 
66 

67 

68 
69 

70 
71 


CiTT. 


El  Paso,  Tex., 

Escanaba,  Mich., 
Evanston,  111., 

Fairmount,  Ind., 


Findlay,  Ohio,     . 

Frankfort,  Ky.,   . 
Fulton,  N.  Y.,     . 

Galesburg,  111.,     . 
Galveston,  Tex.,  . 

Great  Falls,  Mont., 

Greeley,  Col., 
Green  Bay,  Wis., 

Harrisburg,  Pa.,  . 
Hartford,  Conn., 


Questionnaire  sent  to  Various  Cities  and 


Popula- 
tion. 


Reply  from  — 


39,279 


13,194 


24,978 


ri 


14,858 

10,465 
10,480 

22,089 
51,000t 

13,948 

8,179 
25,236 

80,000t 
ISO.OOOt 


Bank;   city 
clerk. 


Secretary. 


Commissioner 
of  Public  Works. 


Clerk. 


Mayor. 


Chamber  of 
Commerce. 

City  attorney. 


Mayor. 

Commercial  As- 
sociation. 


Mayor. 

Mayor. 
Mayor. 

Secretary. 


Chamber  of 
Commerce. 


'"-  3 
O 


•g 


|.S 


CO  « 

e3 

as 

08 


K  03-.? 
< 


1. 


tf  <*"  3  3 
oStI  «^  «  * 

"  o  o  C  2 
>-  «  oJ-o-O 


Local;   expires  1951. 


State  and  local;  un- 
limited. 


Certificate  from 
Public  Utilities 
Commission;  city 
franchise. 

Originally  local;  50 
years ;  now  using  in- 
determinate permit 
from  Public  Ser- 
vice Commission. 

City;  25  years. 


Local;  unlimited. 


Local;  limited. 


Local;  limited. 

State  charter;  local 
franchise;  usually 
50  years. 

Local ;  25  years. 


State  charter;    city 
franchise;  20  years. 

Indeterminate    per- 
mit from  State. 


Local;  perpetual. 


State  charter;  local 
franchise;  unlim- 
ited. 


Towns  in  the  United  States  —  Continued. 


*3  C 


3 

2  <n 

03 

£^ 

^;g 
< 


No. 


No. 


No. 


No. 


No. 

No. 

No. 

No. 
No. 

No. 

No. 
No. 

No. 

No. 


2. 


a 

o 


s?  o 

03  3  u 

3  eJ  _  CO 

a^  c  3 


32  s  =« 

p  3  0)  01 

««  4}   2  ^ 

HH  S;  03  5 

.  o3.£h  n 


No. 


No. 


No. 


No. 


No. 

No. 

No. 

No. 
No. 

No. 

No. 
No. 

No. 
No. 


3. 


OS   r^   rt   03 
3        -.  *• 

>^  >>a 

*  ^  o  ^^ 

5  ?  «  » 


+j  t-  i;  a  9  e 

-    -  S  S?  »  >,  M 

-v'^       ^  ^  *-*       OC     i3  ^^M 

A)      ..ri      O  O  .^N  a-ri  «"*      ,J 


e3 

B 


3—        3 
O  o  >i  "= 

O 


ft  ^  X  t>c^  *.— 

0^^-^^    O    fe     P 
•**     *J  I— •     -M     r'     -» 

-8  OS--     2 
•  '-_!'«       -  S 

^^"S3|§1| 

--  C  §  O 


"^  03  ii  6  2  „ 

5x  cr »-  t-  o 
3'>  a>;3  &-5  - 


.iirf  valorem  and  State 
tax  of  three-quarters  of 
1  per  cent,  of  gross  re- 
ceipts. 

Special  franchise  tax. 


Property  tax;  State  tax 
on  capital  stock;  3  per 
cent,  of  gross  earnings 
less  all  other  taxes. 


By  the  State. 


State  corporation  tax; 
county  tax  on  tax  board 
valuation. 


Special  State  franchise 
tax. 


Tax  on  assessed  value. 

Property  tax;  occupa- 
tion tax;  cross  receipts 
and  capital  stock  tax. 

Property  tax;  also  $200 
license;  also  1  percent, 
gross  earnings. 


Taxed  at  full  value  on 
ad  valorem. 


One  company  taxed  3 
per  cent,  gross  receipts; 
other  company  pays  S50 
per  car  per  year. 

Capital  and  gross  in- 
come tax;  State  gross 
income  tax,  city. 


Maintain  2  feet  outside 
the  rails. 


Pay  for  pavement  1 
foot  outside  the  rails; 
city  supplies  material. 

Maintain,  clean,  sprin- 
kle and  remove  snow  1 
foot  outside  the  rails. 


Maintain  between  the 
rails. 


Maintain  between  the 
rails. 


Maintain  18  inches  out- 
side the  rails. 

Maintain  and  remove 
snow  2  feet  outside 
rails. 


Maintain  between  rails. 

Maintain  1  foot  outside 
rails. 


Maintain   and   remove 
snow  1  foot  outside  rails. 


Maintain  between  rails. 


Maintain,  clean,  sprin- 
kle and  remove  snow  1 
foot  outside  rails. 


Maintain,  clean,  sprin- 
kle and  remove  snow 
18  inches  to  2  feet  out- 
side rails. 


0) 

B 

3 


58 


59 


60 


61 


62 

63 
64 

65 
66 

67 

68 
69 

70 
71 


jl 


irii 


■I 


4 
•■I 


ttl 


320 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


62 

63 
64 

66 
66 

67 

68 


ClTT. 


68  El  Paso,  Tex., 

69  Escanaba,  Mich.,  . 

60  Evanston,  111., 

61  Fairmount,  Ind.,  . 


Findlay,  Ohio, 


Frankfort,  Ky.,     . 
Fulton,  N.  Y.,       . 

Galesburg,  111., 
Galveston,  Tex.,  •  . 


Great  Falls,  Mont., 


Greeley,  Col., 


69     Green  Bay,  Wis., 


70 


71 


Harrisburg,  Pa., 


Hartford,  Conn.,  . 


1918.] 


SENATE  — No.  300. 


Questionnaire  sent  to  Various  Cities  and 


Towns  in  the  United  States  —  Continued. 


4. 


^  e  o 


a: 


--a 


m 


♦*  2  p. 
o  _ 


c  Sit -5 


o  o 


•  33 

S  c  « 

A  ffi  3 

^tg   00 

..4  A 


No. 


No. 


No. 


Yes. 


Yes. 

.Yes. 
Same. 

•Yes. 
No. 

No. 

No. 
Yes. 

Yes. 
Yes. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


5. 


5-0 

"P    TO 


0)  «  V 

Sec 

•n  g    .2 

"  P  o  Sg 


IS 

3" 

■^  a 


«.Sc8 

a 

(C 


"2  ■»-' 
3  o 


1^1 

ID   O   O 


No. 


No. 


No. 


No. 


No. 

No. 
No. 

No. 
No. 

No. 

No. 
No. 

No. 
No. 


3 
O 
>,^ 


05  - 


66. a 

.T3 


n 


6. 


ES 


•a 


„  3 
.£3 


Yes. 


No. 


No. 


No. 


No. 

No. 
No. 


No. 

Yes. 

No. 
No. 

No. 
No. 


£  a  o.S 
.35-3S 


25-30  cents. 


About  30  cents. 


30-39  cents. 


27-32  cents. 


19-22J4  cents. 


32H  cents  10- 
hour  day;  time 
and  a  half  over- 
time. 


25-30  cents. 


W.25-$3.75  per 
8-hour  day. 


21-27  cents. 


26-30  cents. 


26-32  cents. 


00 


O  u 

.  o>-^ 


5 
5 


5;  6  tickets 
for  25  cents. 


CO  o 
id  -tJ 

^g 

o 
2  3 

go    O 

-al 


9H 


IH 


5,  6 


iH 


13.2  « 

.S  ^^  6 

-1^  .Ok. 
c3  ^  OS  o 
M  o  X«« 

.2  S3 .2  Jf 

TO    S»    " 

"*g.2 


O 


Free. 


No. 


Free. 


No. 


No. 

Free. 
Free. 

Free. 
Free. 

Free. 


Free. 


Free. 


■ij  b 


O 


9. 


CO  4^     I     03    TO 

OS  O  tZ  *i  S. 

^-a  fc-n  "" 
r;3  .^  -tJ  o  v 

TO  3  *- 

01  o  a 

**-•-  I 

t-  w^  a 

^-1 ""- « 


bC 


b£ 


O  0) 


£1 


s  a  ®  o  o 
CJ3  S  a  «  c 


No. 


No. 


No. 


No. 


Yes. 
No. 

No. 
No. 

Yes. 


a  TO 
"'1 

a)  « 
> 

03  O 

«>  u  u 

»  O 

u 

c3 

^"  t2 

03.2 

e3 

a8g 

Oh  « 

.  «xi 


o 

.a 

j3 


Yes. 


Yes. 


Yes. 


No;  too  high. 


No. 


No. 


Yes. 


Yes. 

Yes. 
Yes. 

Yes. 
Yes. 

Yes. 

No. 
Yes. 


W 


321 


10. 


Yes. 


C  3-S  O 
js  '^'  c  fl  « 


s.s 


b  00 
OJ   fl 


„  aj  is  "1  O 

-a|s" 


0) 


>     t;  TO 


»-;  ft©  5,.g 
..S   TO  -»i    TO 


a 

3 


No. 


No. 


Extension        pro- 
posed but  notbuilt . 


No. 


No. 

No, 
No. 

No. 
No. 


58 


59 


60 


61 


No. 


Yes. 


62 

63 
64 

65 
66 

67 

68 
69 

70 
71 


i 


^1 


I 


1 


W 


ii4   f* 


322 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


3 


72 


73 


75 


76 


77 


78 


79 


80 


81 


82 


83 


84 


85 


86 


CiTT. 


Helena,  Mont., 


Huntington,  W.  Va., 


Lafayette,  Ind., 
Lancaster,  Pa., 


Questionnaire  sent  to  Various  Cities  and 


Popula- 
tion. 


Reply  from  — 


74    Indianapolis,  Ind., 


Ironwood,  Mich., 


Jackson,  Mich., 


Jacksonville,  111., 


Jacksonville,  Fla., 


Jersey  City,  N.  J., 


Joliet,  111,,    . 


Kansas  City,  Kan., 


Kansas  City,  Mo., 


Kearny,  N.  J.,     . 


Keene,  N.  H., 


12,515     Mayor. 


31.161 

301,000t 

12.821 

31,433 

15,326 

96,000t 

270,903* 
34,670 

lOO.OOOt 

300,000t 

18.659 

10.068 
20,081 
47,227 


Mayor. 


City  clerk. 


Chamber  of 
Commerce;  city 
manager. 

Mayor. 


Secretary. 


Mayor. 
Mayor. 
Mayor. 
Mayor. 

Mayor. 
Mayor. 
Mayor. 


1. 


In 

►8  >^  >» 


.1    ©     »  I 

^  I-  "^  d 

OS'S  2  § 
^—  3  et 

"000*2 
•<J  fe  g  o  * 


PQ 


I.S.9  03.1? 


City;  25  years. 


City;  50  years. 


City;  limited. 


State  and  local;   30 
years. 


State  and  local;    30 
years. 


State  charter;  city 
franchise;  unlim- 
ited. 

State  charter;  local 
franchise;   25  years. 


Local;  unlimited. 


State  charter;    city 
franchise;  20  years. 


Local;  20  years. 


Local;  30  years. 


Local;  unlimited. 


State;  unlimited. 


Public  Service  Com- 
mission; unlimited. 


City  charter. 


1918.] 


SENATE  —  No.  300. 


323 


Towns  in  the  United  States  —  Continued. 


No. 
No. 

No. 

No. 

No. 

No. 
No. 

No. 


2. 


*.l^.      1 

.1  •-  •  1 

K-.*    O 

,  Are   any    of   the   stree 
railways  publicly  owned 

0  5-3  5 

O  ^u  o 
O  08  3  O 

."nM  O  P« 

£:  ®  S  ^ 

< 

« 

o 

No. 

No. 

- 

No. 

No. 

- 

No. 

Some  consid- 
eration of  it. 

- 

No. 

No. 

- 

No. 

No. 

- 

No. 

No. 

- 

No. 

No. 

~ 

No. 
No. 

No. 

No. 

No. 

No. 

No. 
No. 


3. 


9  C 


^'3  o 

^^   .=:  aiM 


-.      fK     ^     Q 


«  w  S  o 

*  s  o  »- 

S  n  0)  4) 

w  *  o8.ja 


«■«   /-\   L-    I— (   L-  j^   i_    "^^   ri    fli   3 

OS 


T3  O 


2-3     ^ 


c3  bc  «  eS 


OQ 


«  OS  t- 


•S  r:  J,'  ©  «  M 


to   S*  £   00 


bC 

a 
-.J    • 

OS'S 


3.3 


»  «.£3 


li 

W    CO 


3 


2  per  cent .  on  gross  earn- 
ings as  franchise  tax. 

Taxed  by  State  and 
city;  pay  1  per  cent,  ex- 
cise tax  on  earnings. 

Tax  assessed  by  county ; 
no  franchise  tax. 


Locally. 


Property  tax;   no  fran- 
chise tax. 


Property    tax    and    on 
capital  stock. 


Property  tax;  franchise 
tax  of  3  per  cent,  gross 
receipts. 

Tax  on  gross  receipts; 
also  license  tax. 

Property  tax  on  one- 
third  full  value. 


8  per  cent,  of  gross  earn- 
ings in  lieu  of  taxes. 


Local  taxes  and  $50  per 
car  per  year. 

Property  and  franchise 
taxes. 


State  tax. 


Local  property  tax. 


Licensed  $2,000;  also 
$5  per  car  and  50  cents 
per  pole  per  year. 


Maintain  1  foot  outside 
rails. 

Maintain  and  remove 
snow  2  feet  outside  the 
rails. 

Maintain,  clean  and  re- 
move snow  18  inches 
outside  rails. 

Maintain  and  remove 
snow  1  foot  outside  the 
rails. 

Maintain  and  sprinkle 
18  inches  outside  the 
rails. 

Maintain  and  remove 
snow  18  inches  outside 
the  rails. 

Maintain  2  feet  outside 
rails. 


Maintain  2  feet  outside 
rails. 

Maintain  and  sprinkle 
18  inches  outside  the 
rails. 

Maintain  and  remove 
snow  18  inches  outside 
rails. 

Maintain,  clean,  sprin- 
kle and  remove  snow  18 
inches  outside  rails. 

Maintain  18  inches  out- 
side rails;  pave  and 
maintain  one  entire 
street. 

Maintain  and  remove 
snow  18  inches  outside 
rails. 

Maintain  and  remove 
snow  between  rails. 


Maintain  18  inches  out- 
side rails. 


72 


73 


74 


75 


76 


77 


78 


79 


80 


81 


82 


83 


84 


85 


86 


,  J'* 


1 


324 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


325 


72 


73 


74 


75 


76 


77 


78 


79 


80 


81 


82 


83 


84 


85 


86 


Questionnaire  sent  to  Various  Cities  and 


Towns  in  the  United  States  —  Continued. 


City. 


4. 


•-  5  °s  t- 


T>  5 


0} 


'"'  O  w  3  S 
.  O  O  00  -t^ 


5  0T3 

£*■  O 

— ^  o 

C  C  « 

^  g 

)— I    3]  U 

PQ 


Helena,  Mont., 
Huntington,  W.  Va., 

Indianapolis,  Ind., 

Ironwood,  Mich.,  . 

Jackson,  Mich., 

Jacksonville,  111.,  . 

Jacksonville,  Fla., 

Jersey  City,  N.  J., 
Joliet,  111., 

Kansas  City,  Kan., 

Kansas  City,  Mo., 

Kearny,  N.  J., 

Keene,  N.  H., 
Lafayette,  Ind.,     . 
Lancaster,  Pa., 


No. 


Some. 


No. 


No. 


Yes. 


No. 


No. 


No. 


Little. 


Inter- 
urban. 


Inter- 
urban. 


No. 


No. 


Inter- 
urban. 


Yes. 


No. 


No. 


Yes. 


No. 


Yes. 


"P    CO 

.S 


39    > 

"  G 


0)  01  a; 

C  g     .2 

"  o  «  S 

«.2  c3 


t 


en  O  O 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


u 

hi 

3 
O 

^^ 

'V  as 

05  ^ 

.a. 2 

^^ 

HH    O 


«. 


«  o 

'I 

3$ 
O  3<s. 

^11 


No. 
No. 

No. 

No. 

No. 

No. 

No. 

No. 
No. 

No. 

No. 

No. 


No. 


No. 


7. 


SfSg'S 


<-T3 
T3  C 


bi 
-  k-  g 

11   -(   B 

3 


^       0  3  _ 

05  o  o  «  a 
-SSI'S 


2^08 


.3S-SS 


About  $120  per 
month. 

23-28  cents. 


21-27  cents. 


$65- $85      per 
month. 


28-32  cents. 


$45-$50     per 
month ;  12- 

hour  shift. 

20-26  cents. 


25-35  cents. 


25-35H  cents; 
2  cents  extra 
after  9  hours. 

22-34  cents. 


22-30  cents;  2 
cents  extra 
one-man    cars. 


$2  per  day. 


2214-27H  cents. 


20-26  cents. 


a  a 


•at 

3^ 


ct 


o  m 
O— ' 


5;  6  tickets 
for  25  cents. 


5;  6  tickets 
for  25  cents. 


ft 
ft 

ft 

ft 

ft 

ft 


OP  aj 

tt,  03 

C  *- 

o 

.£:  to 
-^  u 
»  O 


OS  S 

^S 
ft"" 


&H 


10 


12 


7J^ 


16 


17 


2H 


—  ^73  g 

A)    w 

h.  a  o 
o  x«*- 

«.2£P 

c3 


a>: 


S3 


n 


a 
S 


Q^§ 


S^ 

C..5 


Free. 


Free. 


Free. 


No. 


F 


ree. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Freiv 


m  -.J     I     !E    to 

+i  O  0) 
03  fe  C  A  *^ 


is -a 


3 

33 


C 


-^   „^<N' 


t-'S  3  ^:g  S 
c  J-  a>  3  a>  c 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


10. 


a>  00 


I 


^  0)  o 


E.  h. 

C3    00 

-^  » 

G  3>  S 


.2 
"o 

is 


e  3' 

e3  O 

o 


■  -   O 

3  c  a> 


boo 

c3  s 

s 

> 
o 

a 

S 


0) 

ft 


s 

°c 

00  O 

S.b 

(I    03 


X 

s 

3 

2: 


Yes. 


Yes. 


Yes. 


Yes. 


Yes. 


Yes. 


Yes. 


Yes. 


Yes;  pity  has  rep>- 
resentative  in  man- 
agement. 

Yes. 


Yes. 


Reasonably  so; 
jitney  competi- 
tion. 

Yes. 


Extensions      con- 
templated. 

No. 


Extensions. 


Improvements. 


No. 


Extensions. 


No. 


Extensions. 


Fare      box      and 
coasting  recorders. 


No. 


No. 


No. 


No. 


72 
73 

74 

75 

76 

77 

78 

79 
80 

81 

82 

83 

84 
85 
86 


I! 


"}  ■ 


h 
ij 


326 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


327 


Questionnaire  sent  to  Various  Cities  and 


Towns  in  the  United  States  —  Continued. 


■  i' 
4: 


B 
15 


City. 


Popula- 
tion. 


Reply  from  — 


\'M 


87 


88 


89 


90 


91 


92 


Lansing,  Mich.,    . 
Lewiston,  Me., 

Lexington,  Ky.,  . 
Lincoln,  111., 
Lincoln,  Neb., 
Little  Falls.  N.  Y., 


93     Little  Rock,  Ark., 


m 


^ 


94 


95 


96 


97 


98 


99 


100 


56,000t 
26,247 

35,099 
10,892 
55,000t 
12.273 


eo.ooot 


City  clerk. 


Chamber  of 
Commerce. 


Secretary. 
City  clerk. 
Mayor. 
City  attorney. 


Logansport,  Ind., 
Lorain,  Ohio, 


Los  Angeles,  Cal., 


Macon,  Ga., 


Madison,  Ind., 


Manchester,  N.  H., 


Manistee,  Mich., 


19,050 
28,883 

600,000t 

55,000t 

6,934 
86,500t 


Mayor. 


Mayor. 
Mayor. 


Board  of  Public 
Utilities. 


Mayor. 


Mayor. 


Board  of 
Commerce. 


12,381     City  manager. 


ej 


^    w    Im     ® 


u 

3 

OS  >, 

oi 


City  franchise. 


State;  unlimited. 


State. 


Local. 


Local ;  perpet  ual ; 
new  charters;  25 
years. 

Public  Service  Com- 
mission grants  per- 
mits; formerly^city; 
perpetual. 


City;  50  years. 


No. 


No. 


No. 


Yes. 


No. 


No. 


No. 


Local. 


Local;  limited. 


City;  limited. 


State;  limited. 


Local;  limited. 


State;  unlimited. 


Local;  limited. 


No. 
No. 

No. 

No. 

No. 
No. 

No. 


2. 


o 


u 


=3  2  n 


go 


3 
O 

» 

—  13 

O     P4 


-    C3    02%^ 


PQ 


U 

•♦r  !•  4>  aj 

— '^  "    C3 

^    O  O 

o  -  01  a> 
O 


No. 


No. 


No. 


Yes. 


No. 


No. 


No. 


No. 
No. 

No. 

No. 

Yes. 
No. 

No. 


Better 
service. 


3. 


o^.  =*  ft 
2Sa8 

>  *^  -*3  O 
S    GQ   m    O 


t<  -tJ  fc>   ^  C  CI  X 

e3  03  05  g-s  ?  S 
■J  ^^       o  03  ^  03 


a  03 


^-  "^  M  5*2 "^ 


O 

o  ' 


3-^       S  <» 


.a  «  ^  X  >-i  - 
2  1  §^  •"  >>  fcf  Sf' 


a  O 


03' 


3.C  c'.t  p  o 


'-'  CO  — .c;  >-  t;  ►"  w 
IS*"  S.  P  b^  0. :3  a>-s 
-o  o  [S  C  P  Sts+j  o 


Real  and  personal  prop- 
erty. 


Local  real  estate  tax; 
State  franchise  tax. 


Franchise  tax  assessed 
by  State  Board  of  Val- 
uation and  Assessment. 


No  special  taxes. 


Assessed  on  property; 
special  t£ix  1  per  cent, 
gross  receipts. 

Special  franchise  tax 
on  property  in  public 
streets;  local  assess- 
ments on  property  not 
in  public  streets. 

General  taxes  to  State 
and  county;  franchise 
tax  to  city  1  per  cent,  on 
gross  earnings  first  10 
years;  sliding  scale  to  5 
per  cent.  40  to  50  years; 
also  50  cents  pole  tax. 


No  franchise  tax. 


Total  tax,  including 
franchise,  is  5)4,  per 
cent,  gross  revenue. 

State,  county  and  city 
tax;  special  franchise 
tax. 

Regular  taxes;  no  fran- 
chise tax. 

State  tax;  no  franchise 
tax. 


Ordinary   tax   on   fair 
valuation. 


Maintain,  clean  and  re- 
move snow  18  inches 
outside  rails. 

Maintain  1  foot  outside 
the  rails;  do  some 
sprinkling  and  snow  re- 
moval. 

Maintain  18  inches  out- 
side rails. 


Maintain  between  rails. 


Maintain,  clean  and  re- 
move snow  1  foot  out- 
side the  rails. 

Maintain,  clean  and 
remove  snow  for  2  feet 
outside  rails. 


Maintain  as  stated  in 
their  charter. 

Maintain,  clean  and  re- 
move snow  between 
rails. 

Pave  2  feet  outside  the 
rails. 


Xi 

s 


Maintain  between  rails. 


Maintain  and  remove 
snow  (in  principal 
streets)  18  inches  out- 
side rails. 

Maintain  a  width  equal 
to  length  of  ties. 


87 


8S 


89 


90 


91 


92 


93 


94 


95 


96 


97 


98 


99 


100 


^1 


J 


i 


328 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.) 


SENATE  —  No.  300. 


z 


CiTT. 


87 


S8 


89 


90 


92 


93 


94 


95 


96 


97 


99 


100 


Lansing,  Mich., 
Lewiston,  Me., 

Lexington,  Ky., 
Lincoln,  III.,  . 


91     Lincoln,  Neb., 


Little  Falls.  N.  Y., 


Little  Rock,  Ark., 


Ix>Kansport,  Ind., 


Ix)rain,  Ohio, 


Los  AnRelcs,  Cal., 


Macon,  Ga., 


Madison,  Ind., 


Manche-sttT,  N.  H., 


Manistee,  Mich., 


Questionnaire  sent  to  Various  Cities  and 


Towns  in  the  United  States  —  Continued. 


^^■^h 


?i^ 


^S 


•i  h 


^ 


a 
5  to  - 


a' 


p-g  ... 

E 


u  e9  * 

^^  o  •"  3  a> 
.  u  O  CO  4S 


C  S  » 
ej  il>  3 


I— I    03 

.-a 


Yes. 


Yes. 


Yes. 


No. 


Little. 


Yes. 


No. 


No. 


Yes. 


No. 


No. 


No. 


No. 


No. 


.     No. 


No. 


No. 


No. 


5o 


00    > 


rt  S  C 

o  «  2 

OS   m  •M 

c      o 

00  O  O 


sj- 


3 

o 

J-  » 

a© 


No. 


No. 


No. 


No. 


No. 


No. 


No. 
No. 

No. 

No. 

No. 
No. 

No. 


6. 


-I 

O  3e- 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


Con- 
sid- 
ered. 

No. 


No. 


No. 


No. 


(«  ^w    v;    X    (K 

::?  ^  00  ^  " 


27-31  cents. 


17K-22J^  cents. 


$65  per  month; 
25  cents  over- 
time. 

25-30  cents. 


18-24  cents. 


23-30  cents. 


29-34  cents. 


$16-122  per 
week. 


2hM-Z2\i  cents. 


25   cents,    one- 
man  cars. 


8. 


5 
5 


16 


8^ 


8H 


0)  CO 

<v 

"  h1i 

C  01 

^ 

"«  §  ^  » 

«4-l 

0  u 

■'i-il 

♦J  ^ 

C3  u 

©.-<*-' 

^% 

S^A 

05  t-  eS  0 

»  g 

sS 

"°2"; 

What  is  th 
n  your   sti 

cents)? 

II 

.  0-^ 

.««-!     Pi.M 

< 

n 

0 

5;  6  tickets 

__ 

Free. 

for  25  cents. 

5 

7^ 

Free. 

5 

2 

Free. 

5 

3H 

Free. 

5;  6  tickets 

10,  13 

Free. 

for  25  cents. 

5 

1 

- 

5 

7 

Free. 

Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


S.3 

O 


CO  -.J     I 

'S'fe  c 
o  o 


•  r-  o 
.  -  M 

O  0) 


GC 


H    ^,    C 

t.'S  3 


bC 


bC 


3  (U^ 

's  to 

°  £  « 

a>  o  o 

<=  S  c 


No. 


Yes. 


No. 


Perhaps. 


No. 


No. 


No. 


No. 


Yes. 


No. 


No. 


No. 


No. 


No. 


a  CO 
«  i*  fc 

CD  -<J 

03 

flj    CI 

5J  "'-^ 
j:3  03 
^j       02 

egg 


o 


Yes. 


Yes. 


Yes. 


Yes. 


Average. 


Fair. 


Yes. 


Yes. 


No. 


■,|r 


329 


10. 


C  3 

03  O 


.5  O 


a 


a> 

-^-^  c3 

CO  C  C 


b  00 

03   C 


«   S-S 


c 

IE    O 

m  <*  " 

> 

o 


£i  CO 


9-1  :•§ 

.3  a:  4^  CO 


No. 


Power      improve- 
ments. 


Slight. 


General  improve- 
ment of  system. 


Company    asking 
straight  5-cent  fare. 


No. 


a 

3 


Other    lines    con- 
t«mplate<l. 


No. 


Desire  fare  re<Iuc- 
tion  and  better 
service. 


5-cent  fare  not  sat-    No. 
isfactory   to  com- 
pany. 


No. 

Yes. 
Yes. 


Rates  satisfactory ; 
service  fair. 


Extension. 

No. 
No. 

No. 


87 


88 


89 


90 


91 


92 


93 


li    1 


94 
95 

96 

97 

98 
99 

100 


<^i 


330 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


331 


Questionnaire  sent  to  Various  Cities  and 


J  ii " 


Towns  in  the  United  States  —  Continued. 


S 


ClTT. 


Popula- 
tion. 


Reply  from  — 


101 


102 


103 


104 


105 


106 


Mansfield,  Ohio, 


Marion,  Ind., 


107 


108 


109 


110 


Marshall,  Tex., 


Mason  City,  Iowa, 


Mattoon,  111., 


Miami,  Fla., 


20,768 


19,359 


Middletown,  N.  Y., 


Milwaukee,  Wis., 


Minneapolis,  Minn.,     . 


Mobile,  Ala., 


11,452 
17,152* 

11,456 

15,437* 


15,313 


448,765t 


301.408 


60,060t 


111 
112 

113 


Moline,  111., 

Mt.  Vernon^  N.  Y., 

Muskegon,  Mich., 


ft. 


'   I 


24,199 
40,000t 

24.062 


Mayor. 


Association  of 
Commerce. 


Chief  Com- 
missioner. 


Mayor. 


Mayor. 


City  auditor. 


Mayor. 


Electric  railway 
and  light  com- 
pany. 

Civic  and  Com- 
merce Associa- 
tion. 

Mayor;  Cham- 
ber of  Com- 
merce. 


Mayor. 
Mayor. 

City  attorney. 


go 

1-4 

•S  9 
O 

eS 

•^  ^  .11 

.  ?  « 


1 
4 


1. 


I    0)     •   I 

'-•   r<  ("   c! 

_£•«  g  a 

e8T3  „  t>  © 

00  o  o  S  2 

■<J  ir  w  e  5 


•t?*^' 


Local;  25  years. 


Local;  75  years;  in- 
terurban  lines  on  in- 
determinate permit 
from  Public  Service 
Commission. 

City;  limited. 


Local;  25  years. 


City  council. 


City;  30  years. 


No. 


No. 


No. 
No. 

No. 

No. 


Local  charter  after 
approval  by  Public 
Service  Commission. 

Local;  formerly  lim- 
ited, now  indeter- 
minate. 


City;  30  years. 


State  charter;    city 
franchise. 


No. 


No. 


No. 


No. 


Local;  20  years. 
Local ;  50  years. 


State  charter;  30 
years;  local  fran- 
chise. 


No. 
No. 

No. 


I 

0) 

a 
o 


m      a 

„  <S  3  o 

="  2  rt  55 

.'mXi  O  P. 


CO  -.3  o 

C  Em 

|gsS 


4J 

EC 


S    « 


No. 


No. 


No. 
No. 

No. 

No. 


No. 


Yes. 


No. 


No. 


No. 
No. 

No. 


3. 


•  r-i    0^    M    X 


3 


a 

to 


m  «  S  O 


g3  c3 


I 


*-  o  fe 
n  0)  a; 

>>>.2 

*  e!  rt 

&.J3   0 


cr3tH-^ia)aio>T3"+?'0 


eS  to  ci  o3 

C 


22  5! 

fc-  «-^  «  S  O 

O 


o 

Is 


"*  CJ  c5  t-  03 
••3  ^-    r-TS   O 


-iJ-S  «  5  C  te 


03  2,<u  S  S  g 
I?  uii3-ta  o  tc 


3 


Appraised  as  ordinary 
property. 

Township,  county  and 
city  taxes;  interurban 
line  taxed  by  State. 


State,  county  and  city 
ad  valorem  tax. 

Taxed  by  State  execu- 
tive council  on  per  mile 
valuation. 

General  taxes. 


Taxed  on  $8,000  per 
mile;  city  and  county 
make  separate  levy; 
also  car  license  tax  by 
city. 

Tax  on  tangible  prop- 
erty. 

Ad  valorem  tax  and  car 
license. 


Property  tax  and  license 
tax,  $25  per  car. 


Tangible  tax;  intangi- 
ble tax;  tax  oji  capital 
stock;  State,  county 
and  city  license;  gross 
receipts  tax  to  city  one- 
fourth  of  1  per  cent, 
first  10  years  up  to  3  per 
cent,  after  50  years. 

On  value  of  property. 

Pay  on  assessed  valua- 
tion at  rate  of  real  estate 
tax;  also  franchise  tax 
at  same  rate. 

Regular  property  tax; 
new  franchise  being 
considered  whereby 
company  pays  city  one- 
third  of  all  net  property 
above  7  per  cent. 


Maintain  18  inches  out- 
side rails. 

Maintain   width   equal 
to  length  of  ties. 


Maintain  7  feet  width. 


Maintain  7  feet  single 
track;  maintain  14  feet 
double  track; 

Maintain,  clean,  sprin- 
kle and  remove  snow 
for  8  feet. 

Maintain  1  foot  outside 
rails. 


101 


102 


103 


104 


105 


106 


Wolff  ft 


Maintain,  clean  and  re- 
move snow  2  feet  out- 
side rails. 

Sprinkle  and  maintain 
paving  1  foot  outside 
rails. 


18  inches  clean  between 
the  rails. 


Pay  for  paving  18  inches 
outside  rails;  maintain 
surface  in  unpaved 
streets  18  inches  out- 
side rails. 


Maintain  between  rails. 

Maintain,  clean,  sprin- 
kle and  remove  snow  2 
feet  outside  the  rails. 


Maintain,  clean,  and  re- 
move snow  1  foot  out- 
side the  rails. 


I 


107 


108 


109 


110 


111 
112 


113 


w 


i: 


i 


!    11 


I 

'I 
ii 


)^|i 


! 


It 


332 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Questionnaire  sent  to  Various  Cities  and 


1918.] 


SENATE  —  No.  300. 


Towns  in  the  United  States  —  Continued. 


8. 

9. 

10. 

9>    OQ 

'71.  a  ^'^i 

ways 
.hout 
erfer- 
rities 
goes 

.SI 

rtant 
your 
m   in 
ng  or 
ed? 

2c 

IB    o 

Si, -2 

.4  CQ 

3   rate   in< 
r,  or,  if  tra 
)  exacted, 
;e  for  sam* 

street    rail 
ir  rates  wil 
ect  to  int 
blic  autho 
new  rate 

chole,  hav 

service 
actory? 

any  impo 
ents     in 
way   syste 
s  of  maki 
ontemplat 
• 

What  18  t 
on  your  s 
(cents)? 

.  What  Ls  t 
(miles)  for 

.  Does   thi 
free  transf e 
payment  is 
is  the  char) 

an    your    i 
change  the 
being  subj 
ence  of  pu 
before  the 
into  effect? 

.  On  the  V 
street    car 
been  satisf 

.  Are  there 
improvem 
street  rail 
the  proces 
seriously  c 

B 

< 

PQ 

O 

U 

<                    1 

m                   1 

5;  6  tickets 

2 

Free. 

No. 

Yes. 

_             —            — 

101 

for  25  cents. 

5 

6 

Free. 

No. 

Yes. 

No. 

102 

5 

3 

Free. 

No. 

Yes. 

Extensions 
planned. 

103 

S 

5 

Free. 

No. 

Yes. 

Extensions. 

104 

5 

- 

Free. 

No. 

Yes. 

No. 

105 

S 

5 

Free. 

No. 

Fairly  so. 

_         _        _ 

106 

6 

4 

- 

No. 

Yes. 

No. 

107 

5 ;  6  tickets 

• 

9 

Free. 

No. 

No. 

Street  railway  con- 

lOS 

for  25  cents; 

tending  for  5-cent 

25     tickets 

fares. 

for  $1. 

5 

8 

Free. 

No. 

Yes. 

New         franchise 
pending. 

109 

S 

9 

Free. 

No. 

Yes. 

No. 

110 

S 

7 

Free. 

No. 

Yes. 

No. 

111 

s 

15 

Free. 

No. 

• 

Yes. 

No. 

112 

5 :  25  tickets 

lOH 

Free. 

No. 

Yes. 

New  franchise  un- 

113 

for  $1. 

• 

• 

der  consideration. 

ZZ3 

333 


HJ1IB.I 


It 


334 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Questionnaire  sent  to  Various  Cities  and 


Si 

5? 


114 


116 


117 


118 


119 


121 


122 


124 
125 
126 
127 
128 


CiTT. 


Nashua,  N.  H., 


115     Nashville,  Tenn., 


Naugatuck,  Conn., 


Nevada,  Mo,, 


Newark,  N.  J., 


Newark,  Ohio,     . 


120     New  Britain,  Conn., 


New  Haven,  Conn.,    . 


New  Orleans,  La., 


123     Newport,  R.  I.,   . 


Newj>ort  News,  Va.,    . 
New  York,  N.  Y., 
Niagara  Falls,  N.  Y.,  . 
Norfolk,  Va., 
No.  Tonawanda,  N,  Y., 


Popula- 
tion. 


Reply  from  — 


26.005 
139,000t 

12,722 

7,176 
401,000t 

25,404 
43,916 

160,000t 
400,000t 

32,000t 
20,205 
5,670,167t 
30,445 
89,612t 
11,955 


City  solicitor. 


Commercial 
Club. 


Warden. 


1. 


Mayor. 


Mayor. 


Mayor. 


Mayor. 


Commissioner  of 
Public  Utilities. 


Mayor. 


Mayor. 


Corporation 
council.     . 


City  clerk. 
Mayor. 


_L  •- 

*  o 


03 

as 


1 
1 

1 
1 


«  o  o  c  a 


State;  unlimited. 


State  charter;  city 
franchise;  perpet- 
ual. 


State;  unlimited. 


Local. 


Local        originally; 
now  limited. 


Local. 
State. 


City;  limited. 


State  charter;  local 
franchise. 


Local;  30  years. 


State  charters;  city 
franchise. 


State  charter;  local 
franchise. 


State  charter;   local 
franchise;  limited. 


Local;  limited. 


'1 


1918.] 


SENATE  —  No.  300. 


335 


1   ! 


Towns  in  the  United  States  —  Continued. 


■^f" 


00  ^ 

0)° 

o 
OjQ 

9  w 

S3 


No. 


No. 


No. 


No. 
No. 
No. 
No. 


2. 


w     a 

03  S  S 
'^  O  .. 


3  a 

in  s 
e3  S 

.00.^  O  Q< 


-  O 


No. 


No. 


No. 


No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No. 

No 

No. 

No 

No. 


No. 


No. 


No. 


.  o3J3  (O 


3. 


eS  r!  c3  oS 

03  S, 

«  *•  5  o 
*iS  O  5- 

■4^     O 

in  Q)  4) 

< 


I 


CD    U 

p. a 

i  o3 


•*»  I,  on  0) 


**  ©  03  fc<  eS 
5  «  2  » 


bO 


3 
O  o 

o® 

.A 
O 


fe  O  «  e  S 

-     "-.S     p 


25 


<2-S   O   S   C    fe 

85  5,  aj  w  rf  S 


■-vi  S  s'S  Sii  o-- 


^  b 

U    GQ 


(4 

a 

3 


Tax  on  actual  value  of 
property;  charter  fee 
based  on  capital  stock. 

Assessment  by  Railroad 
Commission  3  per  cent, 
gross  income  for  park 
purposes. 

Taxed  by  State. 


Assessed  as  other  prop- 
erty. 

Tax  on  property  5  per 
cent,  gross  receipts; 
tax  and  car  license  to 
city. 


General   taxation; 
franchise  tax. 


no 


State  tax;  no  franchise 
tax. 


State  tax  on  gross  re- 
ceipts. 

Taxed  on  personal  prop- 
erty; value  of  franchise 
based  on  32  per  cent, 
gross  receipts. 

State  tax  on  earnings. 


State    tax;      franchise 
tax. 


Franchise  tax;  prop- 
erty and  miscellaneous 
tax. 

Local  property  tax; 
special  State  franchise 
tax. 

Ai  valorem  tax;  also  li- 
cense tax. 


Special  franchise  tax. 


Maintain  18  inches  out- 
side rails. 

Maintain  2  feet  outside 
rails. 


Maintain,  sprinkle  and 
remove  snow  2  feet  out- 
side rails. 


Maintain  18  inches  out- 
side rails;  some  cases 
sprinkle  and  remove 
snow. 

Maintain  their  portion 
of  highway. 

Maintain  and  remove 
snow  1  foot  outside  rails. 


Maintain,  sprinkle  and 
remove  snow  2  feet  out- 
side rails. 


Maintain  and  remove 
snow  18  inches  outside 
rails. 

Maintain,  sprinkle  and 
remove  snow  2  feet  out- 
side rails. 

Pave,  remove  snow  and 
sprinkle  outside  the 
rails  2  feet. 

Maintain  2  feet  outside 
rails. 


114 


115 


116 


117 


118 


119 


120 


121 


122 


123 


124 


125 


126 


Maintain,  sprinkle  and    127 
remove  snow  between 
rails. 

No.  128 


-I  ; 


'1 


. 


I 


1! 


336 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


337 


a 


114 


115 


117 

118 

119 
120 

121 

122 

123 
124 
125 
126 
127 
128 


ClTT. 


Nashua,  N.  H., 


Nashville,  Tenn., 


116     Naugatuck,  Conn., 


Questionnaire  sent  to  Various  Cities 


Towns  in  the  United  States  —  Continued. 


SI  a 


■•■• 

s 


P"b  © 


"5  © 


•S 


©T3«S 

o  o  " 
rt  a>  3 


GO 


>>.2  o 

*>  *^  © 

t— t  eS  h 
.^  fi. 


Nevada,  Mo., 
Newark,  N.  J., 

Newark,  Ohio, 

New  Britain,  Conn.,      . 

New  Haven,  Conn., 
New  Orleans,  I^., 

Newport,  R.  I.,      . 
NewTX)rt  News,  Va., 
New  York,  N.  Y., 
Niagara  Falls,  N.  Y.,    . 
Norfolk,  Va., 
No.  Tonawanda,  N.  Y., 


No. 
No. 

Yes. 

No. 

No. 

No. 
Yes. 

Yes. 
No. 

Yes. 

Yes. 

Little. 

No. 

Little. 

No. 


No. 


No. 


No. 


No. 


5. 


-k>  o 

©  © 
2 '5 


©  ©  03 

2-5  a 


©    ©«i 

S     .2 


3 
O 

■*»© 


8$i 

.«  es 
CO  O  O 


22 


No. 

No. 

No. 

No. 
No. 

No. 
No. 

No. 
No. 

No. 
No. 
No. 
No. 
No. 
No. 


u 
3 
O 

to  o 

|| 
8.S 

I— I  o 

n 


No. 


6. 


^° 
2  3 

,->.S2  ® 


No. 
No. 

No. 

No. 
No. 

No. 
No. 

No. 
No. 

No. 
No. 
No. 
No. 
No. 
No. 


7. 


J.  I  b  I 

O  a  n  o 

T3    >4  fl 

o-     S  =*  § 

b    ©    QpQ    S 

^33-3  a 


27H-33     cents. 


26-28  cents. 


S60  per  month. 


26-34  cents. 


28  cents. 


26-32  cents  con- 
ductor; 36-42 
cents  motor- 
man. 

26-32  cents. 


25  cents;  time 
and  a  half  for 
overtime. 


25-30  cents. 


Average  S2.55- 
$2.75  per  day. 


26-33   cents; 
time  and  a  half 
overtime. 

25-30  cents;  8- 
13  hours  in  24. 


8. 

9. 

10. 

A.  What  is  the  rate  of  fare 
on  your  street  car   lines 
(cents)? 

B.  What  is  the  longest  ride 
(miles)  for  such  rate? 

C.  Does   this   rate   include 
free  transfer,  or,  if  transfer 
payment  is  exacted,  what 
IS  the  charge  for  same? 

Can    your    street    railways 
change  their  rates  without 
being  subject  to  interfer- 
ence of  public  authorities 
before  the  new  rate  goes 
into  effect? 

A.  On  the  whole,  have  the 
street    car    service    rates 
been  satisfactory? 

B.  Are  there  any  important 
improvements     in     your 
street  railway  system   in 
the  process  of  making  or 
seriously  contemplated? 

1^ 

3 

55 

5.6 

4 

- 

No. 

Satisfactory;  Bay 
State  allowed  6- 
cent  fare. 

No. 

114 

6 

12 

Free. 

No. 

Satisfactory; 
school  tickets  de- 
sired. 

115 

5 

3 

- 

No. 

Usual  amount  of 
dissension. 

Double. 

116 

5 

ZH 

Free. 

No. 

Yes. 

• 

None. 

117 

ft 

uVi 

9 

No. 

Yes. 

No. 

118 

6  tickets  for 
25  cents. 

3 

Free. 

No. 

Yes. 

No. 

119 

5 

5 

Free. 

No. 

Yes. 

Extensions. 

120 

ft 

11 

Free. 

Yes. 

Yes. 

No. 

121 

ft 

15H 

Free. 

No. 

Yes. 

Service  improve- 
ment contem- 
plated. 

122 

ft 

2 

Free,  ex- 
cept 2 
lines. 

No. 

Reasonably. 

No. 

123 

ft 

3 

Free. 

No. 

No. 

Yes. 

124 

ft 

14 

Free. 

No. 

Yes. 

_       _       - 

125 

6;  2^  cents 

certam 

hours. 

4 

Free. 

Disputed. 

Yes,  except  2H 
tickets  sold  only 
at  certain  places. 

No. 

126 

ft 

8 

Free. 

No. 

--                "■                •• 

Changes  of  all 
kinds  under  con- 
sideration. 

127 

ft 

5 

No. 

No. 

Yea. 

No. 

128 

\ 

\t 


■  ■W 


r  t 


!|  i 


I 


'  I' 
1 


338 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


339 


1:r 


Questionnaire  sent  to  Various  Cities  and 


Towns  in  the  United  States  —  Continued. 


ft'      ll 


!    i 


1 1 


I 'I 


ill 


*■"»." 


t  i 


CrrY. 

Popula- 
tion. 

Reply  from  — 

1. 

1 

e 

s 

A.  How  manv  street  rail- 
ways are  there  in   your 
city? 

B.  Are  street  railway  char- 
ters   obtained    from    the 
local  or  State  authorities, 
and  are  these  charters  lim- 
ited as  to  time? 

129 

Norwich,  Conn., 

28,219 

Mayor;  Cham- 
ber of  Com- 
merce. 

1 

State;   unlimited. 

130 

Nutley,  N.  J 

6,009 

Town  engineer. 

1 

State  charter;  local 
franchise. 

131 

Ogden,  Utah, 

• 

25,580 

Mayor. 

1 

Local;  50  years. 

132 

Oklahoma  City,  OkU., 

* 

92,000t 

City     engineer; 
Chamber  of 
Commerce. 

1 

State  charter;  local 
25  years. 

133 

Paris,  Ky 

5,859 

Mayor. 

1 

State  charter;  city 
franchise;  perpet- 
ual. 

134 

Peoria,  111.,  .... 

76,000t 

Mayor. 

2 

Originally  city  fran- 
chise; now  Public 
Utilities;   50  years. 

135 

Peru,  111.,     .... 

7,984 

Mayor. 

1 

Local. 

136 

Philadelphia,  Pa., 

l,750,000t 

Director  city 
transit. 

- 

Local. 

137 

Pittsburg,  Pa.,     . 

590,000t 

Special  counsel. 

1 

State  charter;  local 
franchise;  unlim- 
ited; public  own- 
ership. 

138 

Portland,  Me., 

67,000t 

Chamber  of 
Commerce. 

1 

State;  unlimited. 

139 

Portland,  Ore.,     . 

275,000t 

Railway. 

1 

Local;  25  years. 

140 

Providence,  R.  I., 

251,000t 

Chamber  of 
Commerce. 

1 

State  charter;  un- 
limited; city  fran- 
chise; 20  years. 

141 

Pueblo,  Col 

60,000t 

Commissioner  of 
Finance;  Cham- 
ber    of     Com- 

1 

City  franchise. 

C= 

merce. 

..      -.                          < 

S    00 

< 


No. 


No. 


No. 


No. 


No. 
No. 

No. 

No. 
No. 


No. 
No. 

No. 

No. 


i| 


2. 


03   3  U 


;S  ^  o  .. 
.  mU2  O  P. 


(-;3 


^  03 


3  n  a>  " 

o  3  a>  01 
•*-  ®  2  & 

I— I  2.  e8  55 

.  axi  CD 


3. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


Has  been 
proposed  at 
times. 

No. 


No. 


_L    >i  1  *^ 

•  ^4    ^    M    ^ 

©  01  S  o 

05  J  o  t 

C   X   0)  S 

S  >»>  2 


O, 


o 
>> 

o 
Q 

6 


■♦a    I 

03  bC 

03^ 

8-3 


oi  03 

I.  * 

o>  5 

-a  e3 

"^  02 


OS 


^  Q^ 


^S^ 


T3 

S 
03 


I— I  aj 


0> 

> 

cS 


05   -s   ^  M  r? 


State;   4J^  per  cent,  on 
earnings. 


Assessed  by  State  on 
property;  tow^n  collects 
this  tax. 

By  State  Board  of 
Equalization;  city 
franchise  tax;  sliding 
scale  beginning  after  10 
years. 

Ad  valorem  tax;  provi- 
sion for  paying  city  3 
per  cent,  on  gross  re- 
ceipts after  6  per  cent, 
dividends  are  earned. 

Special  State  franchise 
tax. 


Taxation  by  assessor; 
special  taxes  in  lieu  of 
work. 


State  Board  of  Equal- 
ization ;  no  special  fran- 
chise tax. 

Franchise  tax  and  tax 
to  city. 

State  tax  of  .005  on  cap- 
ital stock:  also,  .008  on 
gross  receipts;  car  tax 
at  present  $26,000  a 
year;  some  companies 
2  per  cent,  of  gross  re- 
ceipts to  city. 

Taxed  by  special  fran- 
chise. 

Most  of  the  franchises 
provide  for  sliding  scale 
franchise  tax. 

Property  tax;  also  fran- 
chise tax  of  5  per  cent, 
on  gross  earnings. 

Taxed  like  other  cor- 
porations. 


1^. 

i 


tIheV'  "" 


Xi 

a 

3 


Maintain,  sprinkle  and 
remove  snow  2  feet  out- 
side rails. 

Maintain  and  clean  18 
inches  outside  rails. 


Maintain,  clean  and  re- 
move snow  2  feet  out- 
side rails. 


Maintain  6  feet  8  inches 
in  width. 


Maintain  1  foot  outside 
rails. 


Maintain,  sprinkle  and 
remove  snow  1  foot  out- 
side rails. 


Maintain,  clean,  sprin- 
kle and  remove  snow 
2  feet  outside  rails. 


Maintain  and  clean  1 
foot  outside  rails;  street 
railway  company  now 
pays  $85,000  per  year 
in  lieu  of  street  clean- 
ing; real  estate  taxes 
locally  also. 

Maintain  between  rails. 


Maintain  1  foot  outside 
rails. 


Maintain,  clean,  sprin- 
kle and  remove  snow 
18  inches  outside  rails. 

Maintain  1  foot  outside 
rails. 


129 


130 


131 


132 


133 


134 


135 


136 


137 


138 


139 


140 


141 


i 


340 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Questionnaire  sent  to  Various  Cities  and 


11^ 


s 

3 


City.     • 


4. 


.P  Qoe 


P  O  a>  fc-  ** 


P. 


o  o-a 
S  c  « 

.^  P. 


II 
I 

03 

»    > 


00   be- 

4)  e  e 

•ST)  « 

5  c  c 

6  -2 

i.M 

JE-^  a 
rs  **  M 
s  o  « 

Ifl 

n  O  O 


129 


130 


131 


132 


Norwich,  Conn., 


Nutley,  N.  J., 


Ogden,  Utah, 


133 


134 


135 


136 


137 


Oklahoma  City,  Okla., 


Yes. 


No. 


No. 


Paris,  Ky.,     . 
Peoria,  111.,     . 

Peru,  111., 

Philadelphia,  Pa., 
Pittsburg,  Pa., 


138 


139 


140 


141 


Yes. 


No. 


No. 


w 
l« 

3 
O 

go  y 
V  o 
o  a 

|.2 
g.2 

I— I  o 


Yes. 


Yes. 


No. 


Little. 


Little. 


Portland,  Me., 


Portland,  Ore., 


Providence,  R.  I., 


Pueblo,  Col., 


No. 


Yes. 


No. 


No. 


No. 


No. 


No. 


No. 


Yes. 


Yes. 


Yes. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


0.3 
«  o 
K.  •- 

^° 

9 
g3 

t  © 

3  oo 

(SI'S 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 
No. 

No. 

No. 


7. 


«3-a 


£3  o.S 


'V  a 
■3  o 


a  3 
©  o 


^35-sa 


^ 


26-32  cents. 


1918.] 


SENATE  — No.  300. 


341 


Towns  in  the  United  States  —  Continued. 


5;  1.9  cents 
per  mile. 


25-35  cents. 


26-34  cents. 


4H 


10 


About  40  cents; 
about  $75-1100. 


5;  12  tickets 
for  50  cents; 
100  tickets 
for  $4. 


118-120 
week. 


per 


28-33  cents. 


27-35  cents. 


5 
5 


29-33  cents. 
28-34  cents. 

28-34  cents. 

29-37  cents. 


19 

8 


5;  50  tickets 
for  $2.25. 


19 


4H 


11 

« 

elude 
nsfer 
what 
e? 

|8 

©5 

^2 

e   in 
if  tra 
ted, 
sam 

2^ 

°M 

*3       .  "    »- 

S3  b  eS  0 

What  is  the 
on  your  stree 
(cents)? 

.  What  is  the 
(miles)  for  sue 

.  Does   this   r 
free  transfer,  o 
payment  is  ex 
IS  the  charge  f 

< 

PQ 

0 

Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free  on 

certain 

lines. 


714        Free 


Free. 


Free. 


One  free 
transfer. 


>»3  *- 
e3  O 


i-,  ©  © 

1).-.      Q 


^:S©"S 

I-.  ''..-  *s  03 
05  3  ^> 

»ll-§©t^ 

'*>c  a  ©  ©  p 

(S.3  «<«^ 

o^  2  c:  «  c 

5  oXi  ©XI. 3 


10. 


No. 


®  ^  t 

©  Q 
00  *s 


o 
© 


<«.2 


No. 


-.A  b 

fl  3. 
03  P 

o 
S.2 

O  +» 
03  C 


© 
© 

•.J 
© 

•  • 


.S  © 

S  O© 

^   OQ   © 
•tJ    Q,  3 

9^      P 

CQ  -.A    00 


© 

a 

3 


Yes. 


Yes. 


No. 


No. 


No. 


No. 


Yes;  30 
days'  no- 
tice. 


Yes. 


No. 


No. 


No. 


No. 


Yes. 


Yes. 


Yes. 


No. 


No. 


Extensions. 


129 


130 


131 


No. 


No. 


No. 


132 


No;  universal 
transfers  not  com- 
plete. 


Yes. 


Yes,    for    people; 
very  long  hauls. 


Yes. 


Yes. 


None. 


Subways  under 
construction. 

City  has  entered 
complaint;  Public 
Service  Commis- 
sion against  many 
practices  of  rail- 
way. 


133 


134 


135 


136 


137 


■•'.    I 


No. 


No. 


No. 


138 
139 

140 

141 


li  '  ^ 


I  i 


ll'l 


1 


tii 


I 


,Ji 


^fiM 


,\ 


342 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


142 


143 


144 


145 


146 


147 


148 


149 


150 


151     Saginaw,  Mich., 


152 


153 


154 


155 


City. 


Raleigh,  N.  C, 


Red  Bank,  N.  J., 


Redlands,  Cal., 


Richmond,  Va.,   . 


Riverside,  Cal., 


Roanoke,  Va., 


Rochester,  N.  H., 


Rochester,  N.  Y., 


Sacramento,  Cal., 


Questionnaire  sent  to  Various  Cities  and 


•  • 


St.  Louis,  Mo.,     . 


St.  Paul,  Minn., 


Salem,  Ore., 


Salt  Lake  City,  Utah, 


Popula- 
tion. 


Reply  from  — 


19,218 

7,398 

10,449 
160,000t 


Chamber  of 
Commerce. 

Mayor. 


Clerk. 


Accountant. 


15,212 

34,874 

8,868 
265,000t 

75,000t 
65,000t 


Mayor. 


Mayor. 


Secretary. 


Corporation; 

council 

chamber. 


Board  of  Trade, 


850,000t 
290,000t 

14,094 
120,000t 


Public  Utilities. 


Commissioner  of 
Business  Associ- 
ation . 


Commerical 
Club. 

City      recorder; 
street  railway. 


a  3 

»  a 

u 
V 

>^ 


?•«  3  eS 

"  o  o  c  2 
«  _—  *  * 


State  charter;  city; 
59  years. 


Local;  limited. 


Local;  limited. 


Local;  limited. 


State  charter;    local 
franchise. 


State  charter;   lim- 
ited, pat 

State  charter;   local 
franchise;   25  years. 


City  commission. 


Local;  30  years. 


State. 


City;  30  years. 


City;  35  years. 


Local;  50  years. 


1918.] 


SENATE  —  No.  300. 


343 


Towns  in  the  United  States  —  Continued, 


n 

o 

OjD 

3 

C  at 

«  >. 

c3 

<-3 


No. 


No. 


No. 


No. 


No. 

No. 

No. 
No. 

No. 
No. 


No. 
No. 

No. 
No; 


o  ^53  o 

u  d  3  u 

3  oS  _  w 
O.^  13  3 


I— I  rt  a> 


O  O4 


03  -.a    O 

«  ?  »-.  45 

3  n  0)  " 
O  3  a)  » 

^  <»  S  ^ 
i-i  fc.  g  <» 


No. 


No. 


No. 


No. 


No. 

No. 

No. 
No. 

No. 
No. 


No. 
No. 

No. 
No. 


3. 


I  ^  I  ^. 

rs  ©"o  X 

c8  I-!  o3  08 
•.a  3 

0)  S  03  o 

u  X  0(0 

rt  «  O  ►:< 

te       ■**  ° 
(T  CO  o  o 


is  c8 


o  i-Q 


3 
O 
>. 

o 
Q 

6 


O  O 

©  «  ja 


00  © 

03  03 
'^  © 

^« 

c3 


^  a>  03  fc-  eS 

2-^.S      -S 

■t^TJ  i.,©  M© 


'  u  «  a 


-»^*3  o  S  fl  s 

j3  q'fc-  0  S  2 


Ad  valorem  property 
tax. 

State  tax ;  one  line  pays 
franchise  tax  to  town 
also. 

Corporation  tax  to 
State;  per  cent,  of  gross 
receipts  tax. 

Franchise  tax  on  gross 
earnings  3H  per  cent,  on 
first  $200,000  up  to  10  per 
cent,  on  anything  over 
$400,000. 

Corporation  taxes  paid 
to  State;  2  per  cent, 
gross  earnings  paid  to 
city. 

Franchise  tax. 


State  tax;  no  franchise 
tax. 

Taxed  locally;  fran- 
chise value  also  in- 
cluded in  local  tax. 


Tax  by  State. 


Tax  on  real  and  per- 
sonal property;  special 
tax  to  city  on  net  profits 
after  6  per  cent,  has 
been  earned  on  capital 
stock. 

Property  tax  on  valua- 
tion, including  fran- 
chise; also  city  tax. 

Property  tax  to  city; 
special  tax  to  city  $10 
per  car;  5  per  cent, 
gross  earnings  to  State. 

No  franchise  tax. 


Property  tax; 
year  car  tax. 


$25  per 


Maintain  between  rails. 

Maintain  3  feet  outside 
rails. 

Maintain  9  feet  width. 


Maintain  and  sprinkle 
2  feet  outside  rails. 


Maintain  2  feet  outside 
rails. 


Maintain  18  inches  out- 
side rails;  sprinkle  6 
feet  outside  rails. 

Maintain  18  inches  out- 
side rails. 

Maintain  2  feet  outside 
rails;  pay  for  one-half 
sprinkling  and  snow  re- 
moval. 

Maintain,  sprinkle  and 
clean  2  feet  outside  of 
rails. 

Maintain,  clean  and  re- 
move snow  for  1  foot 
outside  rails. 


Required    to     remove 
snow. 


Maintain,  sprinkle  and 
remove  snow  1  foot  out- 
side rails. 


Maintain  1  foot  outside 
rails. 

Maintain,  clean  and  re- 
move snow  2  feet  out- 
side rails. 


fc- 

© 

a 

3 
^5 


142 


143 


144 


145 


146 


147 


148 


149 


150 


151 


152 


153 


154 


155 


344 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


it 
i 


142 


143 


144 


145 


147 


148 


149 


150 


151 


152 


153 


154 


155 


ClTT. 


Raleigh,  N.  C, 


Red  Bank,  N.  J., 


Redlands,  Cal., 


Richmond,  Va., 


146     Riverside,  Cal., 


Roanoke,  Va., 


Rochester,  N.  H.,' 


Rochester,  N.  Y., 


Sacramento,  Cal., 


Saginaw,  Mich., 


Questionnaire  sent  to  Various  Cities  and 


4. 


«§ 


hi     OQ 


•2  S£5 


3  a>      a 


oua 


u  o 


5  ♦*  o 

e  c  S^ 
ct  V  S 

.^  •»-  © 


No. 


No. 


No. 


Little. 


Yes. 


No. 


Yes. 


Yes. 


No. 


No. 


No. 


St.  Louis,  Mo., 


St.  Paul,  Minn.,     . 


Salem,  Ore., 


Salt  Lake  City,  Utah,   . 


Little. 


No. 


No. 


No. 


".2 

M    > 


CO  uc^. 

V  V  « 

§  =  « 

S     -2 
^.2  § 

III 
«  o  o 


3 

o 

S.S 

a© 


n 


No. 


No. 


No. 


No. 


No. 

No. 

No. 
No. 

No. 
No. 


No. 


No. 


No. 


8 


o 

If 

S  CO 

oil 


No. 


No. 


No. 


No. 


Con- 
sid- 
ered. 


No. 

No. 
No. 

Yes. 
No. 


No. 


No. 


No. 


No. 


7. 


oc  o  p  s  a 

Sao  "a 

OS      i^    QjN.-'    ^ 


17-20  cents. 


29-37  cents. 


25-30  cents. 


29-34  cents. 


25-32  cents. 


26-28  cents. 

31-34  cents. 
24-28  cents. 


24-31  cents. 


26-32  cents. 


25-32  cents. 


28-37  cents. 


1918.] 


SENATE  —  No.  300. 


345 


Towns  in  the  United  States  —  Continued. 


8. 


0    CQ 

.eJ  a 


O  u 

•»*    00 

.  o^ 


6;  20  tickets 
for  90  cents. 


5;  6  tickets 
for  25  cents; 
2H  cents 
certain 
hours. 

5,10 


6  tickets  for 
25  cents;  3- 
cent  tickets 
certain 
hours. 


5;  50  tickets 
for  $2. 


2  3 
■^  u 
.2^ 


^1 


n 


10 


5,10 


11 


4H 


6H 


25 


13 


T3.2  * 

o  2  -s 

©.^ 

03    b 

h  O 

^§ 

n  dj 
.1-1 
O 


o3  o 
®  » 

ft.2 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


Free. 


9. 


00  -tA    .1     CO    00 

>>3  fe.2  2 

:;;  -P  +i  Q  © 

»H      "^.F-    -tJ      Oj 

|2^:2| 

•S.b  ©J2 

°°  ©-S-s  ©^ 

flJ3  »  C  «  fl 

o 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


©  m 
> 

03  © 

©  o 

U 

03 


"o 


©       _ 

Oh  « 


Yes. 


Yes. 


Yes. 


Yes,  to  public. 


Yes. 


Yes. 


Yes. 


10. 


■**  fci   rt   fc- 
fl  3.3  O 

|2S^ 


S.2 

C3  C 


© 

© 

U3 


a©  <i,-2 


.S    OQ  -.^    00 


pq 


Demand  for  lower 
workmen's  rate. 


Yes. 


Satisfactory  t  o 
city ;  unprofitable 
to  company. 


Yes. 


Yes. 


No. 


Satisfactory  to 
city;  unsatisfac- 
tory to  company. 


No. 


No. 


Street  railway  ask- 
ing for  straight  5- 
cent  fare. 


No. 


No. 


No. 


No. 


No. 


No. 


New  franchise 
under  considera- 
tion. 

No. 


No. 


Company  peti- 
tioning for  5-cent 
fare  and  1-cent 
transfers. 


2 


142 


143 


144 


145 


!l 


146 

147 

148 
149 

150 
151 


152 


153 


154 


155 


I 


r  'A 


t 


II 


IllHl. 


''■1 


346 


REPORT  ON  STREET  RAILWAYS. 


[Feb, 


Questionnaire  sent  ' 

ro  Various  Cities  and 

i 

Si 

B 

City. 

• 

Popula- 
tion. 

Reply  from  — 

A.  How  manv  street  rail- 
ways  are  were  in   your 
city? 

B.  Are  street  railway  char- 
ters   obtained    from    the 
local  or  State  authorities, 
and  are  these  charters  lim- 
ited as  to  time? 

156 

San  Antonio,  Tex., 

MO.OOOt 

Street  railways. 

1 

State  charter;  60 
years;  local  fran- 
chise. 

167 

San  Diego,  Cal.,  . 

90,000t 

City  clerk; 
bank. 

- 

State  charter;  local 
franchise. 

158 

Sanford,  Me., 

9,049 

Selectmen. 

1 

State;  unlimited. 

159 

San  Francisco,  Cal.,     . 

530,000t 

Chamber  of 
Commerce. 

3 

City;  limited. 

160 

San  Jos£,  Cal., 

28,946 

City  manager. 

2 

State  charter;  city 
franchise;   50  years. 

161 

# 
Santa  Craz,  Cal., 

11,146 

City  attorney. 

1 

Local;  limited. 

162 

Santa  Monica,  Cal.,     . 

7,847 

Mayor. 

1 

Local;  limited. 

163 

Savannah,  Ga 

QO.OOOt 

Board  of  Trade. 

1 

State;  unlimited. 

164 

Seattle,  Wash.,     . 

330,834t 

- 

6 

1 

165 

Sheboygan,  Wis., 

26,398 

Mayor. 

1 

Local;  limited. 

166 

Sioux  City,  Iowa, 

65,000t 

Commercial 
Club. 

1 

City;  25  years. 

167 

Spokane,  Wash.,  . 

125,000t 

Mayor;     Cham- 
ber    of     Com- 
merce. 

2 

Local;  20  years. 

168 

Springfield,  Mo.,  . 

so.ooot 

Mayor. 

1 

Local ;  20  years. 

169 

Stamford,  Conn., 

28,836t 

Mayor. 

1 

State. 

170 

Streator,  111., 

14,253 

Mayor. 

2 

Local;  limited. 

1918.] 


SENATE  — No.  300. 


347 


Towns  in  the  United  States  —  Continued. 


i 

o 

3 

>»a 

2    OB 

^1 


No. 
No. 
No. 

Yes. 
No. 

No. 
No. 

No. 
Yes. 


No. 

No. 
No. 

No. 

No. 
No. 


2. 


«     a 

3  3  rt  2 
-♦a 


■  CO 


o 

■c 

CO 
1  *»e^ 


PQ 


e8.4  -, 
^  ?  OS 

o^  35  © 

S3  ®  S  ^ 
.  diA  OQ 

o 


3. 


No. 


No. 


No. 


No. 

No. 
No. 

No. 
Yes. 


No. 

No. 
No. 

No. 

No. 

No. 


Satisfactory. 


■*=>       3>  OS 

S  n  ffi  O 

t2  >>>  2 


X  t-  -»^    I    00  © 
d    ^    09    to  OB    03 

^*b©©S 

-p  o  >.«'r  00 

O  O  >>  no 
.X*©  O  l>  M 

U 


2'Se:*'? 

08  9-3  ©  5 

*•  ©   85  t-    05 


(a 


'6^ 
.s-**  fe.5  ■ 


UD 


ss-s-s^ 


rj   ff  t-    C   ©   2 


Property  tax;  ease- 
ment franchise  tax  as- 
sessed by  city. 

State  corporation  tax; 
city  tax  2  per  cent,  gross 
earnings. 

Local  property  tax; 
also  State  tax. 


Maintain  1  foot  outside 
rails. 

Maintain  2  feet  outside 
rails. 

Removes    snow    from 
tracks. 


« 

a 


156 


157 


158 


Franchise  tax  to  city  2 
per  cent,  gross  earnings ; 
State  tax  4^  per  cent, 
gross  earn,ings. 

State  tax;  franchise 
tax. 

General  tax  by  State 
board;  franchise  tax  2 
per  cent,  gross  income. 

Franchise  tax. 


Municipal  railway  pays 
no  taxes;  Puget  Sound 
Company  paid  $264,000 
in  1915,  equivalent  to 
1.4  per  cent,  on  prop- 
erty. 

2H  P©*"  cent,  gross  earn- 
ings to  State,  of  which 
g8  per  cent,  goes  to  city. 

Local  taxes;  occupa- 
tion tax  $25  per  car. 

Local  property  tax; 
franchise  tax  1  cent  per 
each  5  car  miles  oper- 
ated. 

Same  taxes  as  railroads; 
franchise  tax  $500  per 
year. 

State  tax  only. 


Taxed  as  other  corpora- 
tions; no  franchise  tax. 


See  Appendix  E,  Muni-     159 
cipal  Ownership. 

Maintain,  sprinkle  and      160 
clean  2  feet  outside  rails. 


Maintain  2  feet  outside 
rails. 

Maintain  22  feet  width. 


Maintain  2  feet  outside 
rails. 


161 
162 

163 
164 


Maintain   and   remove 
snow  1  foot  outside  rails. 


Maintain  1  foot  outside 
rails. 

Maintain,  sprinkle  and' 
remove  snow  2  feet  out- 
side rails. 


Maintain  2  feet  outside 
rails. 


Maintain  2  feet  outside 
rails. 

Maintain  1  foot  outside 
rails. 


165 

166 
167 

168 

169 
170 


I  || 


C 


iy 


*  i 


348 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


156 


157 


158 


160 


161 


162 


163 


m 


165 


166 


167 


168 


169 


170 


Questionnaire  sent  to  Various  Cities  and 


City. 


San  Antonio,  Tex., 


San  Diego,  Cal., 


Sanford,  Me., 


159     San  Francisco,  Cal., 


San  Jos^,  Cal., 


Santa  Cruz,  Cal.,  .  , 


Santa  Monica,  Cal., 


Savannah,  Ga., 


Seattle,  Wash.,       . 


Sheboygan,  Wis.,  . 


Sioux  City,  Iowa, 


Spokane,  Wash.,    . 


Springfield,  Mo.,    . 


Stamford,  Conn., 


Streator,  111., 


4. 


o 


^  fe  «  a 

Ills 


e-g 


M  O  »-  3  S 
.  O  O  as  -tS 


Little. 
No. 

No. 

Yes. 

No. 
Yes. 

Yes. 
Limited. 


3  2. 

Say 
>>2  o 


0. 


No. 


Yes. 


Yes. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


Yes. 


5. 


00   L.  c- 

»  0)  « 

®    05 


".2    « 
CB   O   O 


ti 

3 

>>^ 

«  S 

O  O, 

•rt  05 

1-2 
g.2 


No. 
No. 

No. 

No. 

No. 
No. 

No. 


6. 


No. 


No. 


No. 


No. 


No. 


No. 


I  hi 

O  o 

^® 

—3  CO 

3S 
O  3«^ 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


7. 


IIP  2 

S.2*«8"-^  fl 

■«   f.    gn    K^  S 

'^33-3  a 


25-32  cents. 


30-36  cents. 


25H-28H  cents, 
10-hour  day. 


30-42  cents. 


29-34  cents. 


31  cents. 


21-26  cents. 


Municipal; 
J3.50  for  8 
hours. 


22-30  cents. 


22-32  cents. 


28-35  cents;  4 
cents  extra  one- 
man  cars. 


About  1100  per 
month. 


1918.] 


SENATE  — No.  300. 


349 


Towns  in  the  United  States  —  Continued. 


•4-1.^ 


O  I- 

»-  © 


.1 


73 


03    Ci 

Me3 
fl  ^. 

o 
2  3 

.fl    05 

00  O 

■♦S  '"* 

•^r3 

^1 
PQ 


2  cents  ex- 
tra one-man 
cars. 


10 


8,5,10 


5 
5 


Municipal, 
4  and  5; 
private,  5. 


6;  6  tickets 
for  25  cents. 


3 

12 


5;  22  tickets 
for  SI. 


6  tickets  for 
25  cents. 


12 

8 


S 


5 
3 


p3 


o 


fl  g    .  fl 


.T3 


03 

h  eS  O 
O  ««- 

».2E? 

05  ^  es 


«g« 


ft.2 


Free. 


Free. 


Fret-. 
Free. 

Free. 
Free. 

Free. 


Free. 

Free. 
Free. 

Free. 

Free. 
Free. 


9. 


go  .«J     I     OQ    90 

>>3  fe.2  S 
—  .15  4S  o  © 

"  S--S  ©^ 
tjtS  3  ^'is  © 

cc:  «  fl  «  c 
O 


No. 


No. 


No. 


No. 


No. 


No. 


No. 


Que! 
able 


uestion- 


No. 

No. 
No. 

No. 


No. 


10. 


> 

.?  >> 

©  c  »- 

O  to  -.J 
eS  0^ 

©  e-5 
^^  « 
ego 
Oh  o 


Satisfactory  to 
city;  unsatisfac- 
tory to  company. 

Satisfactory  to 
city;  not  to  com- 
pany. 

Increased  to  6 
cents ;  created  con- 
siderable jitney 
competition. 


Yes. 


Yes. 


Yes. 


Fairly  satisfactory. 

See  Appendix  E, 
Municipal  Owner- 
ship. 


Yes. 


Very  satisfactory. 

Satisfactory        to 
company. 


Yes. 

Yes. 
Yes. 


fl  3' 
c5  O 


fl  ^ 


© 


a  © 


c 
a 
© 

u 
© 

-.A 
© 


© 
> 

O 

PQ 


1^  •«-* 

«Sg 

•  ^    03    ^ 

2  s  >> 
►-  2 

■.^.fl  © 

OQ  -4^   m 


hi 

o 

a 

3 


1    $ 


No. 


Company  apply- 
ing for  increase  in 
fare. 


No. 


No. 


156 
157 
158 

159 
160 

161 


Contemplated      a     162 
subway     to     Los 
Angeles. 


No. 


163 


164 


Improving   power 
plant. 


Improvements   in 
view. 

Petitioning        for 
increase  in  fare. 


No. 


No. 


A  study  being 
made  for  better 
service. 


165 

166 
167 

168 

169 
170 


I 


350 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


351 


Questionnaire  sent  to  Various  Cities  and 


Towns  in  the  United  States  —  Continued. 


a 


City. 


171 


172 


173 


174 


175 


176 


178 


179 


180 


182 


ii't 


Syracuse,  N.  Y., 


Tacoma,  Wash., 


Terra  Haute,  Ind., 


Trenton,  N.  J.,     . 


Utica,  N.  Y.,       . 


Vancouver,  Wash., 


177     Vicksburg,  Miss., 


Walla  Walla,  Wash., 


Washington,  D.  C, 


Waterbury,  Conn., 


181     Webb  City,  Mo., 


Wichita,  Kan., 


Popula- 
tion. 


Reply  from  — 


ISO.OOOt 


110,000t 


74,000t 


llO.OOOt 


85,000t 


9.300 


20,814 


19,364 


355,000t 


Mayor;  corpora- 
tion counsel; 
Chamber  of 
Commerce. 

Mayor. 


Private. 


City  clerk. 


Chamber  of 
Commerce. 


Mayor. 


City  clerk. 


City  clerk. 


Public    Utilities 
Commission. 


100,000t   Chamber  of 
Commerce. 


11,817 


70,902t 


City  clerk. 


City  attorney. 


J.  *" 
fi  o 

»  2. 

a? 

lis 


n 


**  O  as  Ji  -2 

"  o  o  2.  2 

,  -♦^^^   03. F^ 


is  o 

3 

S  « 


State  charter;   local 
franchise;    25  years. 


Local;  limited. 


Limited. 


Local;  limited. 


Local;  50  years. 


City;  50  years. 


Local;  limited. 


Local. 


Congress;       unlim- 
ited. 


State;  limited. 


State  charter;    city 
franchise;  50  years. 


Local. 


No. 

Yes. 
No. 

No. 

No. 

No. 
No. 
No. 
No. 
No. 
No. 

No. 


2. 


I 

u 
o 
a 

if 
o 


«     a 
>>*■>  o 

u  rt  3  u 

'2  ^  o  ^ 

3  oJ       on 

^  aS-2-S 

.  ».£3  O  O. 


in  **  O 

is     ®  2 

p  3  a>  » 

t-t  u  3  S 

.  eiJS  at 

o 


No. 


Short  line 
being  built. 


Sentiment 
in  favor. 


No. 


No. 


No. 


No. 


No. 


Agitation. 


No. 


No. 


No. 


3. 


.M  0)  S  M 

-*^    ""  fl 

3      S® 

03  J  o  »5 

te       **  ® 
St  en  »  © 


/tf.a'S 


g  bfi 
>>a) 

03  .4^ 


OQ    ©    ©"^ 


03  c3 
©-*J 

©  g 

.2  OS 
■tJ  © 


o  °  « 


3' 

O 

>> 

o 

Q 

d 


I-  ?  c  c> 
§0§'Mc 

^_  ^  *j  te  S  'n 

^.t-i  ©5  o-'" 


c 


bC 


o  o 

©  ©.a 


o 
;£ 


•^    i»-i    ^H    r^ 

c3 


Real  estate  tax  and 
si>ecial  franchise  and  re- 
move snow. 


Tax  on  valuation;  spe- 
cial franchise  tax. 


Tax  on  valuation  of 
property;  special  fran- 
chise tax. 


Tax  on  property  fran- 
chise; tax  on  gross  re- 
ceipts; car  license  tax; 
also  easement  tax. 

Taxes  on  value  of  fran- 
chise and  property. 


Property  tax;  franchise 
tax  2  per  cent,  of  gross 
receipts  after  5  years. 

City  and  county  taxes; 
no  franchise  tax. 


Real  and  personal  taxes 
and  special  franchise 
tax  to  city. 

Real  estate  tax  and  4 
per  cent,  of  gross  earn- 
ings. 

No  franchise  tax. 


State,  county  and  local 
taxes  on  private  prop- 
erty; also  franchise 
tax. 

Property  tax;  $200  oc- 
cupation tax;  franchise 
tax  to  city  of  10  per 
cent,  earned  on  invest- 
ment. 


Maintain,  sprinkle  and 
remove  snow  for  19  feet 
width. 


Maintain      between 
tracks. 


Maintain  2  feet  outside 
rails. 


Maintain  2  feet  outside 
rails;  company  pays 
also  for  snow  removal. 


Maintain  2  feet  outside 
rails;  pay  for  one-half 
snow  removal. 


Maintain  1  foot  outside 
rails. 


Maintain  7  feet  width 
of  highway. 

Maintain  their  portion 
of  highway. 

Pave  2  feet  outside  the 
rails. 


Generally  maintain  and 
remove  snow  for  portion 
of  highway. 

Maintain,  sprinkle  and 
remove  snow  1  foot  out- 
side rails. 


Maintain  1  foot  outside 
rails. 


o 

s 

3 


li 


171 


172 


173 


174 


175 


176 


177 


178 


179 


180 


181 


182 


1  ,  1  V 

!  -■'■■; 


352 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


353 


Questionnaire  sent  to  Various  Cities 


I    ! 

'    II 


'1      ■ 


Towns  in  the  United  States  —  Continued. 


"J       •'~J  JL  1.  M.AUS3      .AiXif 

1         '- 

CiTT. 

4. 

5. 

I       6. 

7. 

8. 

9. 

10. 

• 

O 

Si 

A.  Do  your  street  railway 
companies  transport  milk 
or  other  foodstuffs,  or  is 
such   transportation  con- 
templated? 

B.  If  they  handle  foodstuffs, 
has  this  tended  to  reduce 
prices  of  such  food.' 

1 
A.  Is  your  city  authorized  to 
invest  in  the  securities  of 
street  railway  companies 
or    to    otherwise    render 
other  financial  assistance? 

B-  If  so,  what  does  your  city 
do  in  this  respect? 

1 

A.  Do   your   railway   com- 
panies use  busses  or  other 
feeders? 

1 

A.  What  wages  are  paid  reg- 
ularly employed  conduc- 
tors and  motormen  in  your 
city  (cents  per  hour,  mini- 
mum and  maximum)? 

A.  What  is  the  rate  of  fare 
on  your  street  car  lines 
(cents)? 

B.  What  is  the  longest  ride 
(miles)  for  such  rate? 

C.  Does   this    rate   include 
free  transfer,  or,  if  transfer 
payment  is  exacted,  what 
18  the  charge  for  same? 

Can    your    street    railways 
change  their  rates  without 
being  subject  to  interfer- 
ence of  public  authorities 
before  the  new  rate  goes 
into  effect? 

A.  On  the  whole,  have  the 
street    car    service    rates 
been  satisfactory? 

B.  Are  there  any  important 
improvements     in     your 
street  railway  system   in 
the  process  of  making  or 
seriously  contemplated? 

i 

171 

Syracuse,  N.  Y.,   . 

No. 

No. 

No. 

- . — 

6 

10 

Free. 

No. 

Yes. 

Company       peti- 

171 

~ 

26-30  cents. 

tioning  for  6-cent 

• 

fare. 

172 

Tacoma,  Wash.,     . 

Yes. 

— 

Not  in 
private 
lines. 

^ 

Yes. 

27-33  cents. 

« 

11 

Yes. 

No. 

- 

- 

Extension  o  f 
municipal  line  to 

172 

industries. 

173 

Terra  Haute,  Ind., 

Yes. 

Yes. 

No. 

— 

- 

22-28     cents 
city;          22-34 
cents    interur- 
ban. 

5;  6  tickets 
for  25  cents. 

4 

Free. 

No. 

No. 

173 

174 

Trenton,  N.  J.,      . 

Yes. 

No. 

No. 

— 

No. 

28-34  cents; 
overtime  40 
cents.     , 

5;  6  tickets 
for  25  cents. 

6 

Free. 

No. 

Yes. 

No. 

174 

175 

Utica,  N.  Y..         .        . 

Yes 

No. 

No. 

s 

10 

Free. 

No. 

Satisfactory        to 

All      New     York 

175 

~ 

Yes. 

26-30  cents. 

city. 

street  railways  pe- 

titioned for  6-cent 

local  fare. 

176 

Vancouver,  Wash., 

Yes. 

No. 

No. 

No. 

About    $60-$70 
per      month ; 
one-man  cars. 

5 

3 

Free. 

No. 

Yes. 

No. 

176 

177 

Vicksburg,  Miss.,  . 

No. 

No. 

No. 

i 

4H 

Free. 

No. 

Yes, 

except    the 

No. 

.177 

20-24  cents;   $2 

street  railway. 

per  month  pre- 

mium. 

178 

Walla  Walla,  Wash.,       . 

Yes. 

No. 

No. 

- 

No. 

25-32  cents. 

S 

8 

Free. 

No. 

Yes. 

No. 

178 

179 

Washington,  D.  C, 

Yes. 

- 

No. 

- 

No. 

23^27  cents. 

5;  6  tickets 
for  25  cents. 

- 

- 

No. 

- 

- 

"Valuation  being 
made. 

179 

180 

Waterbury,  Conn., 

Yes. 

Yes. 

No. 

- 

No. 

26-37  cents. 

S 

5H 

Free. 

No. 

No. 

No. 

180 

181 

Webb  City,  Mo..    . 

No. 

- 

No. 

- 

No. 

21-27  cents. 

6 

7 

Free. 

No. 

Yes. 

No. 

181 

182     ^ 

iVichita,  Kan., 

_ 

] 

So. 

NTo.         J 

J2-26  cents. 

5;  24  tickets 
for  SI. 

5 

Free. 

No. 

Yes. 

Franchise  expires 
in   1933.     Law  on 

182 

which  franchise  is 

based     authorizes 

fixing  rate  to  al- 

low   10   per    cent. 

on  investment  ex- 

clusive of  mainte- 

r—- 

• 

nance  and  taxes. 

=3 

a 

1 


I  It  1 


354 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


355 


Questionnaire  sent  to  Various  Cittes  and 


Towns  in  the  United  States  —  Continued. 


i-      !i 


fi 


I   li 


1. 

rail- 
your 

char- 

the 

rities, 

slim- 

ClTT. 

Popula- 
tion. 

Reply  from  — 

a 

treet  railway 
btained    from 
r  State  autho 
3  these  charter 
to  time? 

^ 

h 

i 

^  qB». 

m  O  O  C  2 
ffi      _  08  w 

.  He 
way 
city 

.  Ar 
ters 
loca 
and 
ited 

*A 

-< 

pq 

183 

Wilkes-Barre,  Pa., 

76,000t 

City  clerk; 
Chamber  of 
Commerce. 

1 

State  charter. 

184 

Wilmington,  Del., 

106,374t 

Mayor. 

1 

State;  unlimited. 

185 

Winfield,  Kan.,    . 

6,700 

Mayor. 

1 

State. 

186 

Winston  Salem,  N.  C, 

17,167 

Secretary. 

1 

Local;  limited. 

"•"'I \ 

2. 

s. 

Are  any   of  the  street 
railways  publicly  owned? 

.  If  not,  has  public  owner- 
ship of  street  railways  ever 
been  tried  in  your  city, 
or  is  it  seriously  contem- 
plated? 

.  If  your  street  railways 
are  publicly  owned,  what 
has  Deen  the  result  as  to 
service  and  rates? 

.  How  are  your  street  rail- 
ways taxed?    B.  Do  they 
have  to  pay  a  special  fran- 
chise or  compensation  tax? 

.  Do  your  street  railroads 
have  to  lay  or  maintain  or 
directly  pay  for  any  part 
of  the  surface  of  the  high- 
ways over  which  their  cars 
run?    D.  If  so,  please  state 
what  street  railways  are 
required  to  do  or  to  expend 
directly  for  highway  main- 
tenance, including  street 
cleaning,     watering     and 
snow  removal. 

• 

1 

< 

PQ 

O 

< 

U 

'4* 

No. 

No. 

- 

Taxes  on  gross  receipts; 
general  license  tax  on 
cars  and  poles;  tax  on 
securities  issued. 

Generally  pave  11  feet; 
maintain  9  feet. 

183 

No. 

No. 

— 

810,000  per  mile  by 
State  act;  no  franchise 
tax. 

Maintain  and  sprinkle 
3  feet  outside  rails. 

184 

No. 

No. 

^ 

Taxes   as   other   prop- 

Maintain their  portion 

185 

. 

erty;    no  special  fran- 

of highway. 

chise  tax. 

No. 

No. 

s 

Privilege  tax  $500  per 

Maintain  1  foot  outside 

186 

year. 

rails. 

' 


!|'| 


^ 

' 

'f ' 

lil: 

. 

ii 

: 

IV      f  I 

ll  it 

ill 

f      1 

i 

1             1 

^li 


i'i  ■ 


I 


356 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


^ 


1918.] 


SENATE  — No.  300. 


357 


Questionnaire  sent  to  Various  Cities  and 


J 

55 


CiTT. 


^•2  6 


»§ 


It 


5  to 


a  (3  u 


6. 


S  o  S  «% 


01  « 


11  III 


183 


Wilkes-Barre,  Pa., 


184     Wilmington,  Del., 


185 


186 


Winfield,  Kan., 


Winston  Salem,  N.  C, 


No. 


Limited. 


Yes. 


No. 


No. 


No. 


No. 


lllll 

.•M    OD    O   O 


^ 


»4 

»o 


No. 


No. 


6. 


6| 

^'11 


No. 


No. 

No. 
No. 
No. 


Towns  in  the  United  States  —  Concluded. 


'•§11 

n  a  a  Sj; 

Dili's 


J  J«S 


£>' 


:ls-8a 


26J4-28J4  cents. 


26-29  cents. 


17H-23  cents. 


5;  6  tickets 
for  25  cents. 


go  m 

a"  IS 

2  3 
^« 

J:2 


tf  h.  as  o 
-»  a, 

S*^  S  2 
.4:  a.2 


•I 


3H 


Free. 


Free. 


Free. 


Free. 


Free. 


00  •*»  .1   00  oe 

IS«-2g 
O 


No. 


No. 


No. 


No. 


10. 


0) 

-a 


> 
to  C  Is 

-385 

^  rt'oo 

.    00.2 


■i^  ».!  a  M 
a  3-s  o 

fl  fl  ?  OS'S 

<«  c  ?      fl 

©  £  5^  >» 
^      »*  2 

^§©-g 

S    00  -tJ    OQ 


<3 


n 


.£3 

a 


Yes. 


Yes. 


Yes. 


Yes. 


No. 
No. 

No. 


183 


184 


185 


186 


•!  ill 


i| 


i     :JlHi:l{ 


u 


I 


1 


,1 


! 


iflfi 


358 


REPORT  ON  STREET  RAILWAYS. 


Abizona. 


[Feb. 


Corporation  Commission. 

Franchise.  —  A  franchise  is  usually  for  twenty-five  years,  with  no 
provision  for  purchase  or  participation  by  municipahties  in  earnings. 
One  company  secured  what  they  believed  to  be  a  perpetual  franchise, 
and  this  question  has  never  been  determined. 

Taxation.  —  Taxation  is  based  on  physical  property  at  the  same  rate 
that  other  property  is  taxed.    There  is  no  franchise  or  compensation  tax. 

Highway  Maintenance.  —  Street  railways  are  generally  required  to 
maintain  for  2  feet  outside  the  rails,  the  character  of  pavement  or  im- 
provements being  the  same  as  that  in  other  portions  of  the  street.  There 
is  no  snow  to  contend  with. 

Trolley  Freight.  —  One  line  transports  express  to  near-by  towns.  The 
business  is  small,  however. 

Feeders.  —  No  autos  are  used  as  feeders. 

Public  Ovmership.  —  There  is  no  public  ownership  or  agitation  for  it. 

Rate  Regulation.  —  The  rates  can  be  raised  only  after  application  to 
the  Corporation  Commission  and  after  a  public  hearing.  The  Corpora- 
tion Commission  has  full  powers  over  public-service  corporations. 

Capitalization.  —  The  capitalization  per  mile  of  track  is  as  follows:  — 

PhcEnix  Railway  Company  of  Arizona,  ......  $106,291  50 

Tucson  Rapid  Transit  Company,  .......  157,422  59 

Warren  Company 47,115  05 

Douglass  Traction  and  Light  Company,          .....  17,601  19 

Wages  of  Employees.  —  The  Phoenix  Railway  Company  pays  27  to 
35  cents  per  hour. 

Dividends.  —  No  dividends  paid  in  1916. 

Investment  of  Public  Funds.  —  Neither  the  State  nor  municipalities  are 
prohibited  from  investing  in  street  railway  securities,  but  no  such  in- 
vestments have  been  made. 

Remarks.  —  There  are  very  few  street  railways  in  Arizona,  the  principal 
one  being  the  Phoenix  Railway  Company.  This  city  has  about  30,000 
inhabitants. 

Arkansas. 

Railroad  Commission. 

Franchise.  —  Franchise  secured  from  municipalities. 

Taxation.  —  Street  railways  are  taxed  by  the  State  board  and  pay  a 
franchise  tax,  as  do  all  corporations. 

Public  Ovmership.  —  There  is  no  public  ownership  or  agitation  for 
same. 

Remarks.  —  Commission  has  no  jurisdiction  over  street  railways. 


1918.] 


SENATE  — No.  300. 


California. 


359 


Railroad  Commission, 

Franchise.  —  Authority  to  lay  railroad  tracks  on  public  highways  may 
be  obtained  for  a  term  of  years  not  exceeding  fifty,  from  the  council  or 
other  body  to  whom  is  intrusted  the  government  of  the  city,  town  or 
county.  Certain  charters  were  granted  by  the  Legislature  to  companies 
in  leading  cities  in  the  State.  A  number  of  these  limit  the  life  of  the 
franchise  to  twenty-five  years.  Any  new  company  must  obtain  from  the 
Railroad  Commission  a  certificate  of  public  convenience  and  necessity. 

Taxation.  —  Non-operative  property  is  taxed  by  cities  and  counties. 
Street  railways  are  required  to  pay  a  tax  of  5|  per  cent,  on  gross  receipts 
from  their  operative  property.  In  addition,  a  payment  of  2  per  cent, 
of  gross  receipts  must  be  paid  after  five  years  to  the  city  or  county  grant- 
ing a  franchise. 

Highway  Maintenance.  —  Franchises  contain  provision  requiring  the 
company  to  plank,  pave  or  macadamize  the  space  between  their  rails  and 
2  feet  outside  thereof,  and  to  keep  the  same  in  good  repair.  There  is  no 
snow  to  be  removed  in  this  vicinity. 

Trolley  Freight.  —  The  amount  of  milk  and  other  foodstuffs  transported 
has  little  effect  upon  the  prices  and  service. 

Feeders.  —  Automobiles  are  being  used  as  feeders  upon  a  transfer  basis, 
without  additional  fares,  by  several  companies. 

Public  Ownership.  —  The  city  of  San  Francisco  owns  and  operates  a 
system  of  municipal  railways.  The  city  is  also  served  by  a  private  cor- 
poration. A  5-cent  fare  and  limited  transfer  privileges  between  the  two 
lines  are  in  effect.  On  Sept.  26, 1917,  the  Board  of  Public  Works  reported 
$1,149,316.89  in  municipal  railway  reserve  fund. 

The  purchase  of  the  United  Railroads  (a  private  corporation)  is  now 
being  considered  by  the  city  of  San  Francisco,  and  the  city  engineer  is 
making  a  physical  valuation  of  the  property. 

Rate  Regulation.  —  Fares  can  be  raised  only  upon  a  showing  before  the 
Railroad  Commission  and  after  a  finding  by  the  commission  that  such 
an  increase  is  justified. 

Capitalization.  —  The  capitalization  was  nearly  all  issued  before  the 
Railroad  Commission  was  granted  jurisdiction  over  street  railroads,  and 
in  some  instances  is  highly  inflated. 

Wages  of  Employees.  —  Thirty  cents  an  hour  is  the  minimum  and  forty- 
two  cents  an  hour  is  the  maximum.  SUding  scale  distributed  over  ten 
years'  service. 

Dividends.  —  Two  street  railways  paid  dividends  last  year;  one  paid 
10  per  cent,  on  stock  of  $500,000;  one  7.2  per  cent,  on  stock  of  $1,000,000. 

Investment  of  Public  Funds.  —  Neither  State  nor  municipalities  are 
allowed  to  invest  in  street  railway  securities. 


I 


ir 


■^l| 


360 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


361 


If 


i>   II 


ii 


I'ii 


Connecticut. 
Public  Utilities  Commission. 

Franchise.  —  Granted  by  the  State  Legislature  and  unlimited  as  to 
duration. 

Taxation.  —  Street  railways  pay  a  tax  of  ^  per  cent,  on  gross  earnings. 
A  tax  is  also  paid  on  real  estate  not  used  for  railway  purposes.  This 
latter  tax  is  deducted  from  the  gross  earnings  tax.  The  gross  earnings 
tax  is  in  lieu  of  all  other  taxes,  except  tax  on  non-operating  property,  as 
mentioned. 

Trolley  Freight.  —  Five  of  the  seven  operating  street  railways  in  this 
State  transport  freight  and  express.  There  is  no  information  at  hand  as 
to  the  effect  of  this  traffic  upon  prices  and  speed  of  transportation.  The 
revenue  from  this  class  of  service  amounts  to  about  $580,000  freight* 
$10,000  milk;  $70,000  express.  ' 

Feeders.  —  No  information  is  available  as  to  whether  automobiles  are 
used  as  feeders  for  trolley  lines.  It  is  assumed  that  there  may  be  some 
traffic  of  this  nature. 

Public  Ownership.  —  There  has  been  no  public  ownership  or  serious 
consideration  of  it,  although  it  is  reported  that  the  subject  has  been  dis- 
cussed informally  in  the  city  of  Bridgeport. 

Rate  Regulation.  —  Street  railways  can  raise  then-  rates,  but  such  rates 
after  their  establishment  are  subject  to  revision  by  the  commission  upon 
petition  of  a  municipality  or  of  ten  patrons  that  same  are  unreasonable. 

Dividend.  —  Dividends  of  U,  4,  4^  5  and  8  per  cent,  declared.  The 
8  per  cent,  dividend  was  paid  by  a  company  having,  in  addition  to 
Its  railway  operations,  a  gas  and  electric  department.  It  was  from  this 
latter  department  that  the  revenue  was  secured  to  permit  of  an  8  per 
cent,  dividend. 

Irwestment  of  Public  Funds.  —  There  is  no  statute  either  prohibiting  or 
allowing  municipalities  to  invest  in  street  railway  securities.  It  is  possible 
that  charters  granted  by  the  Legislature  make  reference  to  this  subject, 
but  in  the  opinion  of  the  commission  this  power  would  be  one  prohibiting 
rather  than  permitting. 

Florida. 
Railroad  Commission, 
The  commission  has  no  jurisdiction  over  street  railways. 


Idaho. 
Public  Utilities  Commission. 

Franchise.  —  The  conditions  under  which  franchises  are  granted  vary 
in  the  different  municipalities.  In  cities  under  a  commission  government 
franchises  are  sold  to  the  highest  bidders  under  specific  terms  laid  down 
in  commission  government  law.  In  such  a  city  the  maximum  length  of 
street  railway  franchises  is  thirty  years.  In  other  cities  the  conditions 
depend  on  the  city  council  or  village  board. 

Taxation.  —  Street  railways  are  taxed  by  the  State  Board  of  Equaliza- 
tion in  a  manner  similar  to  that  for  railroads.  The  value  of  the  franchise 
is  assessed  along  with  other  assets  of  the  company. 

Highway  Maintenance.  —  In  cities  of  the  first  class,  that  is,  commission- 
governed  cities,  street  railways  may  be  required  to  pay  a  proportionate 
part  of  the  cost  of  street  sprinkling  and  street  cleaning.  It  is  generally 
required  also  that  the  railway  company  shall  repair  and  maintain  the  space 
between  the  tracks  and  2  feet  on  each  side. 

Trolley  Freight.  —  There  is  no  transportation  of  freight  or  express  by 
street  railways. 

Feeders.  —  Autos  are  not  used  as  feeders  for  trolley  lines. 

Public  Owner  ship.  —  There  is  no  public  ownership  of  street  railways  in 
this  State. 

Rate  Regulation.  —  Rates  can  be  increased  only  by  formal  application 
to  the  Public  Utilities  Commission  and  by  finding  by  such  commission 
that  an  increase  is  justified. 

Capitalization.  —  The  capitalization  is  given  as  $34,582.49  per  mile. 

Wages  of  Employees.  —  Conductors  and  motormen  are  paid  from  29  to 
35  cents  an  hour.  Prior  to  present  war  conditions,  these  wages  ranged 
from  24  to  30  cents  per  hour. 

Dividends.  —  There  were  no  dividends  paid  last  year. 

Irwestment  of  Public  Funds.  —  There  is  no  authority  under  State  laws 
for  the  investment  of  public  funds  in  street  railway  securities. 

Illinois. 

Public  Utilities  Commission. 

Franchise.  —  Under  State  law  a  street  railway  must  obtain  the  consent 
of  the  municipal  authorities  in  order  to  obtain  a  franchise,  and  such  consent 
may  be  granted  for  a  period  not  greater  than  twenty  years.  Street  rail- 
ways must  also  apply  to  the  Public  Utilities  Commission  for  a  certificate 
of  convenience  and  necessity.  In  February,  1907,  the  city  of  Chicago 
granted  an  extension  of  twenty  years  to  its  street  car  lines.  The  Chicago 
franchise  provided  that  the  roads  should  be  rehabilitated,  that  the  pas- 
senger rate  should  not  exceed  5  cents,  that  the  operating  expenses  must 
not  exceed  70  per  cent,  of  the  gross  earnings,  and  that  if  they  were  less 


«     1 


i\\ 


K' 


■:1? 


f  'I 


n 


362 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


than  70  per  cent,  the  amount  unexpended  should  be  added  to  the  renewal 
account.  This  ordinance  provided  that  the  city  should  receive  55  per 
cent,  of  the  net  income  and  the  railway  companies  45  per  cent.,  and  that 
at  the  end  of  twenty  years  the  city  shall  have  the  option  of  purchasing  the 
property,  the  price  being  dependent  upon  the  valuation  as  of  Feb.  1,  1927. 

Taxation.  —  Street  railways  are  taxed  by  the  municipal  authorities. 
Such  taxes  are  covered  by  the  terms  of  the  franchise,  and  in  many  cases 
are  taxed  so  much  per  car  or  so  much  per  mile  of  track,  in  addition  to  the 
local  assessment  on  that  portion  of  the  property  outside  of  the  streets. 
In  the  case  of  Chicago,  as  above  mentioned,  the  tax  is  55  per  cent,  of  the 
net  income,  and  in  addition  a  local  assessment  is  paid  on  property,  such  as 
real  estate,  power  houses,  etc. 

Highway  Maintenance.  —  It  is  customary  for  local  authorities  to  require 
street  railways  to  lay  and  maintain  pavement  between  the  rails  and  for  a 
distance  of  from  12  to  24  inches  outside  thereof.  Generally  speaking, 
street  railways  are  required  to  sprinkle  their  tracks  and  remove  snow  from 
the  portion  of  the  street  covered  by  their  tracks,  and  for  a  short  distance 
on  each  side  thereof. 

Trolley  Freight.  —  No  milk  or  other  foodstuffs,  or  any  kind  of  freight 
or  express,  are  transported  by  street  railways.  The  interurban  lines  do 
handle  considerable  freight. 

Feeders.  —  There  is  no  record  of  autos  being  used  as  feeders  for  trolley 
lines.  In  Chicago  there  is  a  motor  bus  company  operating  at  the  present 
time,  and  the  commission  has  before  it  several  other  applications  for  such 
permits. 

Public  Ownership.  — There  have  been  two  instances  of  municipally 
owned  and  operated  street  car  lines,  viz.,  a  short  line  in  the  city  of  Pekin 
and  another  short  line  in  the  city  of  Lincoln.  These  lines  were  originally 
constructed  and  operated  by  street  car  companies,  but  were  failures  and 
were  then  turned  over  to  the  respective  cities. 

Rate  Regulation.  —  The  rates  are  generally  fixed  by  franchise,  but  under 
the  public  utilities  act  this  commission  has  power  to  raise  rates  regardless 
of  franchises.  The  commission  may,  if  it  chooses,  have  an  appraisal  of 
the  property  made  and  an  audit  of  the  applicant's  records  and  books 
before  determining  the  reasonableness  of  the  proposed  rates.  The  street 
railways  cannot  therefore  change  the  rates  without  consent  of  the  com- 
mission. 

Capitalization.— There  are  97  electric  railways  operating  in  the  State, 
and  a  considerable  number  of  them  conduct  other  than  street  railway 
operations.  As  the  property  of  many  of  these  companies  is  not  separated 
between  the  different  services,  it  is  impossible  to  obtain  figures  on  capitali- 
zation on  some  of  these  lines.  The  average  of  19  of  the  lines,  including  a 
total  of  240  miles  of  main  line,  is  $106,244.55  per  mile  of  Ime.  The  Chicago 
surface  lines,  amounting  to  570  miles  of  main  line,  have  a  capitalization 
of  $287,688.84  per  mile.  The  average  of  the  19  lines  above  mentioned 
and  the  Chicago  surface  lines  amounts  to  $233,851.11  per  mile  of  road. 


1918.] 


SENATE  —  No.  300. 


363 


The  elevated  railroads,  operating  about  55  miles  of  line,  have  an  average 
capitalization  of  $1,968,819.37  per  mile  of  line. 

Wages  of  Employees.  —  The  average  daily  wage  of  conductors  and 
motormen  for  the  19  lines  above  mentioned  is  $2.54  and  for  Chicago 
surface  lines  is  $3.44.    The  average  daily  wage  on  the  elevated  system  is 

$3.36. 

Dividends.  —  Dividends  were  declared  in  1916  on  8  of  the  19  lines  above 
mentioned  and  varied  from  2  to  9  per  cent.  The  average  dividend  on  the 
Chicago  surface  lines  amounted  to  6.75  per  cent,  of  the  dividend  of  the 
4  elevated  roads.  One  road  paid  no  dividends,  another  2.25  per  cent., 
another  3.65  per  cent.,  and  the  last  one  8.12  per  cent,  on  the  common  and 
5.0  per  cent,  on  the  preferred. 

Investment  of  Public  Funds.  —  Under  the  laws  of  this  State  no  muni- 
cipality can  make  investments  in  street  railway  securities. 


m 


Indiana. 
Public  Service  Commission. 

Franchise.  —  Franchises  are  issued  for  a  period  of  thirty  to  fifty  years, 
generally  by  the  city  council. 

Taxation.  — TsiX&tion  is  based  on  physical  property  and  corporate 
excess.  Little  attention  is  paid  to  corporate  excess,  however,  and  values 
are  based  largely  on  what  the  traffic  will  bear. 

Highway  Maintenance.  —  Companies  are  required  to  maintain,  clean 
and  remove  snow  for  a  width  of  18  inches  outside  the  rails. 

Trolley  Freight.  —  No  foodstuffs  or  express  are  transported. 

Feeders.  —  Autos  are  not  used  as  feeders,  but  are  used  in  direct  com- 
petition. 

Public  Ownership.  —  There  are  no  publicly  owned  street  railways,  but 
since  the  present  service  has  become  inadequate  there  has  been  con- 
siderable agitation  in  Indianapolis  for  public  ownership. 

Rate  Regulation.  — Rsites  can  be  changed  only  by  a  change  in  the 
franchise.  If  franchise  is  surrendered  the  company  can  operate  under 
indeterminate  permit,  and  can  then  increase  rates  only  with  the  approval 
of  the  Public  Service  Commission. 

Wages  of  Employees.  —  Wages  are  from  16  to  30  cents  per  hour. 

Investment  of  Public  Funds.  —  There  is  no  law  in  the  State  authorizing 
municipalities  to  invest  in  securities  of  street  railways. 


I 


Iowa. 
Board  of  Railroad  Commissioners. 
Taxation.  — The   State   does   not  exact   a   compensation   tax.    The 
municipalities  granting  the  franchise  may  provide  for  such  a  tax. 

Highway  Maintenance.  —  Street  railways  are  required  to  maintain  and 
remove  snow  from  certain  portions  of  the  highway. 


t»  '  i 


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I 


i  J 


I 


364 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


TroUey  Freight,  —  Some  milk  and  freight  transported  by  the  street 
railways. 

Feeders.  —  No  autos  are  used  as  feeders. 

Public  Ownership. —  There  has  been  no  public  ownership  and  the 
commission  knows  of  no  agitation  for  same. 

Rate  Regulation.  —  Rates  cannot  be  raised  except  with  the  permission 
of  local  authorities. 

Investment  of  Public  Funds.  —  Cities  and  towns  cannot  invest  in  street 
railway  securities.  (Commissioners  have  no  jurisdiction  over  street 
railways.) 

Kansas. 

Public  Utilities  Commission. 

Franchise.  —  Cities  may  grant  franchises  to  street  railways  for  any 
length  of  time  they  wish.  Most  of  these,  however,  are  granted  for  twenty 
years,  some  for  fifteen  years  and  a  few  for  ten. 

Taxation.  —  Street  railways  are  taxed  locally  on  the  real  value  of  their 
property.  There  is  no  regular  franchise  or  compensation  tax,  but  some 
cities  do  levy  a  sort  of  compensation  tax. 

Highway  Maintenance.  —  This  matter  is  in  the  hands  of  the  muni- 
cipalities. In  most  cases  the  franchise  provides  that  street  railways  shall 
pave  and  maintain  between  tracks  and  for  1  foot  or  18  inches  outside. 
Requirements  as  to  removal  of  snow,  etc.,  vary  with  the  different  muni- 
cipalities. 

Trolley  Freight.  —  Certain  of  the  street  railways  do  a  freight  business, 
transporting  milk  and  other  foodstuffs,  but  there  is  no  extensive  service  of 
this  kind.  The  interurban  roads,  in  general,  do  quite  an  extensive 
freight  business. 

Feeders.  —  No  autos  are  used  as  feeders  for  trolley  lines  in  this  State. 

Public  Oumership.  —  There  has  been  no  public  ownership  in  this  State, 
but  the  franchise  in  Kansas  City,  Kan.,  does  provide  for  ultimate  govern- 
ment ownership  of  the  lines  within  that  city. 

Rate  Regulation.  — Street  railways  operating  within  one  city  are 
responsible  to  the  city  as  to  rates.  For  those  operating  in  more  than  one 
city,  rates  are  made  by  the  Public  Utilities  Commission.  Street  railway 
cannot  change  its  rates  and  put  the  same  into  effect  without  the  authority 
of  some  public  body. 

Investment  of  Public  Funds.  —  Cities  and  towns  have  no  legal  right  in 
this  State  to  invest  in  street  railway  securities. 


Franchise. 
years. 
Taxation. 


Kentucky. 
Railroad  Commission.^ 
The  franchise  is  limited  by  the  Constitution  to  twenty 


—  The  tangible  property  is  taxed  on  an  ad  valorem  basis. 


»  Anawer  from  Louisville  Railway  Comi>any. 


1918.] 


SENATE  — No.  300. 


365 


A  franchise  tax  is  exacted.  Net  earnings  are  capitalized  on  a  6  per  cent, 
basis  and  then  equalized  with  other  property. 

Highway  Maintenance.  —  Some  franchises  require  the  company  to 
maintain  the  highway  for  2  feet  outside  the  rails. 

Trolley  Freight.  —  Street  railways  do  not  transport  freight,  but  the 
interurbans  do. 

Feeders.  —  Automobiles  are  not  used  as  feeders. 

Public  Ownership.  —  There  has  never  been  any  public  ownership. 

Rate  Regulation.  —  The  rates  could  be  increased  only  with  the  consent 
of  the  municipality. 

Investment  of  Public  Funds.  —  The  municipalities  are  not  authorized 
to  invest  in  street  railway  securities. 

Remarks.  — There  is  no  Public  Utilities  Commission  having  control 
over  the  street  railways  in  this  State. 

Louisiana. 
Railroad  Commission. 
The  commission  has  no  jurisdiction  over  the  street  railways. 

Maine. 
Public  Utilities  Commission, 

Franchise.  —  Franchise  is  granted  by  private  or  special  legislation,  or 
under  the  general  law,  and  is  perpetual  unless  charter  is  violated. 

Taxation.  —  Street  railways  are  subject  to  excise  tax  as  follows:  when 
the  average  gross  receipts  do  not  exceed  $1,000  per  mile,  tax  is  one-fourth 
of  1  per  cent,  of  gross  transportation  receipts;  and  for  each  $1,000  addi- 
tional gross  receipts  per  mile,  or  part  thereof,  the  rate  is  increased  one- 
fourth  of  1  per  cent.,  providing  the  rate  never  exceeds  4  per  cent.  Com- 
panies also  pay  local  property  tax  to  municipalities. 

Highway  Maintenance.  —  Municipal  authorities  are  allowed  to  make 
regulations  as  to  sprinkling  the  tracks,  removal  of  snow  and  maintenance 
of  highways  for  a  width  of  1  foot  outside  the  rails. 

Trolley  Freight.  —  Considerable  trolley  freight  is  handled  in  this  State, 
especially  in  rural  districts. 

Feeders.  —  Automobiles  are  not  used  as  feeders,  but  are  used  in  direct 

competition. 

Public  Ownership.  —  There  is  no  public  ownership  or  contemplation  of 

it  in  this  State. 

Rate  Regulation.  —  Street  railways  may  raise  rates  by  filing  schedule 
with  the  commission,  schedule  becoming  effective  thirty  days  after  date. 
This  schedule  may  later  be  appealed  by  the  public  or  the  commission. 

Capitalizaiion.  —  Average  capitalization  per  mile  of  single  track  $68,591. 

Dividends.  —  Ten  street  railway  companies  paid  dividends  at  an  aver- 
age rate. of  2.85  per  cent.  One  company  paid  12  per  cent,  preferred,  6 
per  cent,  common;  one,  10  per  cent.;  one,  6i  per  cent.;  one,  7  per  cent. 


X 


^i 


366 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


367 


;): 


.1         !    \ 


preferred,  2  per  cent,  common;  two,  6  per  cent.;  two,  5  per  cent.;  one, 
4.69  per  cent. ;  and  one,  1  per  cent. 

Investment  of  Public  Funds.  —  There  is  no  general  law  authorizing 
municipalities  to  invest  in  the  securities  of  street  railways.  In  fact,  there 
is  no  special  legislation  on  the  subject.  Probably  cities  and  towns  have 
not  cared  to  invest  in  street  railways,  due  to  their  unfortunate  experience 
in  subscribing  to  stock  of  the  steam  railroads  in  former  times. 

Maryland. 

Public  Service  Commission. 

Franchise.  —  Formerly  perpetual  franchises  were  granted  with  no 
compensation  to  the  municipality.  Within  the  last  fifteen  or  twenty  years 
the  practice  has  been  to  limit  the  life  of  a  franchise,  and  to  exact  com- 
pensation, either  in  lump  sum  or  annual  charge. 

Highway  Maintenance.  —  In  the  city  of  Baltimore  street  railways  are 
required  to  maintain  and  remove  snow  for  2  feet  outside  the  rails. 
Such  requirements  do  not  appear  in  various  cities  and  towns  throughout  the 
State. 

Trolley  Freight.  —  Some  small  companies  engage  in  trolley  freight  on  a 
small  scale.  The  interurban  companies  do  a  more  extensive  business  of 
this  nature.  The  service  is  entirely  satisfactory,  but  no  definite  informa- 
tion is  given  as  to  the  benefits  accruing  therefrom. 

Feeders.  —  Automobiles  are  used  as  feeders  to  a  considerable  and 
increasing  extent.  The  conmiission  has  been  convinced  that  herein  lies 
a  field  of  real  usefulness  for  the  automobile  transportation  line. 

Public  Ownership.  —  There  has  been  no  public  ownership  or  contempla- 
tion of  it. 

Rate  Regulation.  —  Under  the  Maryland  laws  the  company  must  file 
a  schedule  of  rate  changes  thirty  days  prior  to  the  effective  date.  Such 
rates  are  subject  to  investigation  and  correction  by  the  commission.  The 
conmiission  cannot  suspend  increased  rates  pending  the  completion  of  the 
investigation. 

Wages  of  Employees.  —  The  largest  company  in  the  State  pays  from 
22  to  28  cents  per  hour. 

Investment  of  Public  Funds.  —  The  conmiission  knows  of  no  cities 
and  towns  having  investments  in  securities  of  street  railways,  though  it 
knows  of  no  legislation  prohibiting  such  investments. 

Remarks.  —  The  taxation  is  in  the  jurisdiction  of  the  State  Tax  Com- 
mission. 

Michigan. 

Railroad  Commission. 

Framihise.  —  Interurban  and  suburban  companies  organized  under 
the  general  railroad  law  have  unlimited  life  and  are  free  from  local  restric- 
tions.   City  lines  and  suburban  lines  organized  under  the  street  railway 


act  are  limited  to  a  life  of  thirty  years.  The  issue  of  such  franchises  has 
been  delegated  to  local  authorities. 

Taxatimi.  —  Street  railway  companies  organized  under  the  street 
railway  act  are  taxed  by  local  authorities.  A  few  interurban  lines  organized 
under  the  railroad  act  are  taxed  by  the  State  Board  of  Assessors.  The 
State  exacts  a  franchise  fee  when  filing  articles  of  association,  which  is 
based  upon  the  capital  stock  paid  in. 

Highway  Maintenance.  —  Requirements  as  to  highway  maintenance  are 
delegated  to  local  authorities.  The  roads  are  generally  required  to  main- 
tain and  clean  the  part  of  the  highway  which  it  occupies. 

Trolley  Freight.  —  During  the  year  ending  June  30,  1916,  street  railway 
and  interurban  companies  earned:  — 

For  express  revenue,    .  .         . $79,102  32 

For  milk  revenue, 159,747  13 

Freight  revenue 1,295,405  51 

During  the  past  year  the  local  freight  service  has  been  a  great  benefit 
in  giving  quick  delivery  of  local  shipments.  The  business  has  increased 
and  to  some  extent  car  lot  shipments  have  been  made.  If  this  service  were 
suddenly  stopped,  probably  the  effect  on  prices  would  be  noticed. 
Feeders.  —  No  autos  are  used  as  feeders  by  any  trolley  company. 
Public  Ownership.  — ^o  street  railways  are  publicly  owned.  There 
has  been  considerable  agitation  for  municipal  ownership  in  Detroit.  The 
matter  was  defeated  a  year  ago  at  a  special  election. 

Rate  Regulatim.  —  Local  rates  are  subject  to  the  jurisdiction  of  the 
respective  municipality.  Rates  other  than  local  come  under  the  juris- 
diction of  the  commission.  Change  of  rates  can  be  made  by  following  the 
process  laid  down  in  statute  organizing  this  commission  (Act  300  of  Public 
Acts  of  1909,  as  amended). 

Capitalization.  — C&pitsMzsition  of  the  companies  coming  under  the 
jurisdiction  of  the  commission  amounted  to  $65,161.39  per  mile  of  single 
track.    The  average  per  mile  of  road  is  $84,112.32. 

Dividends.  —  The  average  dividend  for  the  companies  reporting  to  the 
commission  for  1916  was  3.37  per  cent.  The  maximum  dividend  was 
192.6  per  cent.,  this  being  a  transfer  of  surplus  from  a  subsidiary  company 
to  the  controlling  company,  and  was  not  an  actual  dividend  on  a  fair 
capitalization.  The  highest  dividend  was  12.86  per  cent.,  the  smallest 
dividend  was  2  per  cent.,  while  there  were  six  companies  not  reporting  to 
this  commission  which  paid  no  dividends. 

Remarks.  —  The  commission  does  not  have  complete  jurisdiction  over 
railways,  matters  of  taxation,  etc.,  they  being  largely  in  the  hands  of  local 
authorities.  When  they  are  organized  under  the  general  law,  the  taxation 
is  under  the  jurisdiction  of  the  State  Board  of  Assessors.  In  the  matter  of 
operation  the  commission  has  jurisdiction  over  street  railways  which 
have  5  miles  or  more  of  rails  outside  the  corporate  limits  of  cities  and 
villages.  Those  having  less  than  this  mileage,  and  those  which  are  ex- 
clusively city  companies,  are  not  under  the  regulations  of  this  commission. 


M' 


i*    I    i 


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IB  I 


368 


REPORT  ON  STREET  RAILWAYS. 


[Feb 


Minnesota. 

Railroad  and  Warehouse  Commissian. 
Street  railways  do  not  come  under  the  jurisdiction  of  the  commission, 
but  are  generally  governed  by  city  ordinance. 

Missouri. 
Public  Service  Commission. 

Franchise.  —  Franchises  are  granted  by  the  local  authorities  for  dif- 
ferent lengths  of  time,  the  rate  of  fare  being  specified  in  the  franchise. 
Since  the  establishment  of  the  commission  in  1913  a  company  must  obtain 
a  certificate  of  convenience  and  necessity  from  the  commission  as  well  as 
a  local  franchise. 

Taxation.  —  Street  railways  are  assessed  by  the  State  Board  of  Equali- 
zation. The  value  of  the  franchise  is  taxed  in  the  same  manner  and  at  the 
same  rate  as  the  tax  which  is  levied  upon  other  property  of  the  corporation, 
the  total  value  for  taxation  purposes,  tangible  and  intangible,  being 
determined  by  the  State  Board  of  Equalization. 

Public  Ownership.  — '!S^o  street  railways  are  publicly  owned,  nor  is 
public  ownership  contemplated. 

Rate  Regulation.  —  Street  railways  cannot  raise  rates  without  permis- 
sion from  the  commission. 

Irwestment  of  Public  Funds.  —  It  is  doubtful  whether  cities  and  towns 
may  invest  in  railway  securities.  Kansas  City,  Mo.,  however,  under  the 
provision  of  a  recent  franchise,  is  to  participate  to  some  extent  in  the 
management  and  receipts  of  the  company. 

Montana. 

Railroad  and  Public  Service  Commissicmers. 

Franchise.  —  City  franchises  are  covered  by  municipal  ordinance. 

Taxation.  —  Taxation  is  based  on  the  valuation  of  the  franchise.  The 
only  franchise  tax  is  the  State  corporation  income  tax,  similar  to  the 
Federal  income  tax. 

Highway  Mairdenance.  —  Laying,  maintaining,  cleaning  of  highways 
and  removal  of  snow  are  controlled  by  the  city  ordinance. 

Trolley  Freight.  —  There  is  practically  no  transportation  of  freight  or 
express. 

Feeders.  —  Autos  are  not  used  as  feeders  for  the  street  railways. 
Public  Ownership.  —  There  is  no  public  ownership,  nor  is  it  in  contem- 
plation. 

Rate  Regulation.  —  No  change  in  rates  can  be  made  without  sanction  of 
the  Railroad  and  Public  Service  Commission. 

TTa^es  of  ^mp/oyees.  —  Thirty-five  to  55  cents  per  hour. 


1918.] 


SENATE  — No.  300. 


369 


Dividends.  —  Practically  no  dividends  were  paid  by  street  railways  last 
year. 

Investment  of  Public  Funds.  —  Cities  and  towns  cannot  invest  in  street 
railway  securities. 

Nebraska. 

State  Railway  Commission. 

Franchise.  —  Franchises  are  granted  by  the  municipalities,  the  cities 
having  the  power,  through  their  charters,  to  grant  such  franchises. 

Trolley  Freight.  —  There  is  a  small  amount  of  trolley  freight  and  express 
handled. 

Public  Ownership.  —  There  is  considerable  feeling  in  favor  of  public 
ownership.  The  belief  is  held  that  the  stock  issued  in  the  past  is  out  of  all 
proportion  to  the  actual  investment  in  the  property.  Owners  of  stock, 
therefore,  are  asking  for  higher  rates  in  order  that  they  may  receive  divi- 
dends. There  is  no  definite  movement  on  the  part  of  the  people  for  public 
ownership,  however. 

Rate  Regulation.  —  Rates  can  be  changed  only  with  the  authority  of  the 
commission.  Present  rates  are  6  tickets  for  25  cents  within  a  radius  of  3 
miles  of  the  center  of  Lincoln.  All  passengers  riding  outside  this  limit  pay 
a  5-cent  fare. 

Dividends.  —  No  definite  information  is  given,  but  statement  is  made 
that  the  commission  requires  a  6  per  cent,  fund  for  maintenance  and 
depreciation  maintained  before  certain  dividends  are  paid. 

Investment  of  Public  Funds.  —  No  municipalities  are  investing  in  street 
railways,  although  there  is  probably  no  law  to  prevent  them. 

Remarks.  —  Nebraska  has  only  two  important  railways,  —  Lincoln  and 
Omaha. 

New  Hampshire. 
Public  Service  Commission. 

Franchise.  —  Charters  can  be  granted  either  by  a  special  act  of  the 
Legislature  or  under  the  general  law. 

Taxation.  —  Street  railways  are  taxed  on  the  actual  value  of  the 
property  used  in  its  ordinary  business  and  at  a  rate  as  nearly  equal  as 
possible  to  the  average  rate  throughout  the  State.  There  is  no  franchise 
tax. 

Highway  Maintenance.  —  Street  railways  maintain  the  surface  materials 
of  the  portions  of  highways  and  bridges  occupied  by  their  tracks,  and  for 
18  inches  outside  of  the  rails.   No  special  obligation  made  as  to  the  removal 

of  snow. 

Trolley  Freight.  —  Three  of  the  17  railways  operating  in  this  State  do 
a  general  freight  and  express  business.  Certain  other  lines  carry  packages, 
etc.  One  railway  does  switching  in  its  district  from  railroad  stations  to 
the  respective  sidings.  No  information  obtainable  as  to  the  effect  upon 
prices  and  service. 


m 


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II 


370 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Public  Onmership.  —  There  is  no  public  ownership  or  agitation  for  it. 

Rate  Regulation.  —  Street  railways  are  required  to  file  any  change  of 
rates  thirty  days  in  advance.  If  the  commission  desires,  an  investigation 
is  made  to  determine  the  reasonableness  of  the  proposed  increase.  Rate 
can  be  held  up,  for  a  period  not  exceeding  six  months,  pending  such 
investigation. 

Capitalization.  —  Average  capitalization  per  mile  of  track  is  $30,257.54; 
the  maximum  is  $46,199.70  and  the  minimum  $5,333.33. 

Wages  of  Employees.  —  Average  pay  per  hour  for  man  employed  for 
more  than  one  year  was  22.6  cents  in  1911.  The  maximum  was  25i 
cents  after  eight  years'  service  and  the  minimum  was  18  cents  at  that  time 
(1911). 

Dividends.  —  Only  3  companies  pay  dividends  for  year  ending  June  30, 
1916,  the  rates  being  3i,  4^  and  6  per  cent.,  respectively.  This  results  in 
an  average  for  the  17  companies  of  about  .81  of  1  per  cent. 

Investment  of  Public  Funds.  —  Cities  and  towns  are  not  permitted  to 
invest  in  street  railway  securities. 

New  Jersey. 

Public  Utility  Commissioners. 

Franchise.  —  Prior  to  1906  there  was  no  limitation  by  the  State  upon 
the  duration  of  franchise  granted  locally.  In  1906  a  law  was  passed  limit- 
ing the  number  of  years  for  which  such  franchises  could  be  grant^ed.  At  the 
present  time  nearly  all  street  railways  are  operated  under  perpetual 
franchises  received  prior  to  1906. 

Taxation.  —  The  street  railways  are  taxed  locally  upon  their  physical 
property.  They  pay  an  additional  franchise  tax  of  5  per  cent,  on  gross 
receipts.  This  tax  is  apportioned  in  proportion  to  the  value  of  the  property 
on  the  streets  and  highways  in  the  various  districts. 

Highway  Maintenance.  —  In  general,  street  railways  are  required  to 
keep  in  condition  that  portion  of  the  street  between  the  tracks  and  limited 
space  on  either  side.  These  requirements  generally  include  sprinkling  and 
snow  removal  apparently. 

Trolley  Freight.  —  A  limited  amount  of  freight  is  carried  by  railways 
doing  interurban  business.  The  amount  of  freight  transported  by  trolley 
in  the  State  is,  however,  small  as  compared  with  that  carried  by  steam 
railroads. 

Feeders.  —  Autos  are  not  used  by  trolley  lines  as  feeders. 

Public  Ownership.  —  There  has  been  no  public  ownership  in  New  Jersey. 
The  question  has  been  discussed,  but  not  very  seriously. 

Rate  Regulation.  —  The  Board  of  Public  Utility  Commissioners  has 
jurisdiction  over  rates.  The  Board  recently  granted  an  increase  in  rates  in 
certain  cases  where  the  rate  had  not  been  fixed  by  a  contract  between 
municipality  and  the  company.  In  a  case  where  the  rate  had  been  so  fixed, 
the  Board  held  that,  under  a  recent  decision  of  the  Supreme  Court,  the 


1918.] 


SENATE  —  No.  300. 


371 


street  railway  was  bound  to  live  up  to  its  contract.  This  decision  has  been 
repealed  and  is  under  review  before  the  Supreme  Court  of  the  State. 

Capitalization.  —  The  average  capitalization  per  mile  of  track  for  1915  is 
about  $125,000;  the  capitalization  per  mile  of  road  is  about  $180,000. 

Wages  of  Employees.  —  The  average  daily  wages  are  about  $2.60,  the 
minimum  being  $1.80  and  the  maximum  $2.80. 

Dividends.  —  The  average  rate  on  all  outstanding  stock  (capital)  for 
1916  was  3.6  per  cent.,  the  minimum  rate  being  1  per  cent,  and  the  maxi- 
mum 24  per  cent.  Both  of  these  latter  rates  are  on  stocks  of  lesser  com- 
panies, the  payment  of  which  is  guaranteed  by  the  lessee.  This,  therefore, 
is  in  the  nature  of  a  fixed  charge.  In  1916  there  were  only  three 
operating  companies  declaring  dividends  on  their  capital  stock. 

Investment  of  Public  Funds.  —  There  has  been  no  investment  by  any 
city  or  town  in  New  Jersey  in  street  railway  securities.  It  is  doubtful 
whether  such  investment  could  be  made  under  existing  laws.  An  exam- 
ination of  the  charters  in  the  various  municipalities  would  have  to  be  made 
to  determine  this  point  definitely. 

New  Mexico. 

State  Corporation  Commission. 

There  is  only  one  street  railway  in  New  Mexico,  operating  in  Albuquer- 
que. There  are  no  particular  laws  or  constitutional  provisions  concerning 
the  subject-matter  of  these  questions. 

New  York. 

Public  Service  Commission,  First  and  Second  Districts. 

Franchise.  —  Street  railways  obtain  their  general  powers  under  the 
railroad  law.  In  New  York  City  the  secondary  or  special  franchise  is 
given  by  the  Board  of  Estimate  and  Apportionment  for  the  ordinary  street 
railway,  and  by  the  Public  Service  Commission  for  rapid  transit  railways. 
A  franchise  by  the  Public  Service  Commission  is  subject  to  approval  by 
the  Board  of  Estimate  and  Apportionment.  Also,  a  street  railway 
obtaining  a  franchise  from  the  Board  of  Estimate  and  Apportion- 
ment must  obtain  a  certificate  of  convenience  and  necessity  from  the 
Public  Service  Commission.  Under  the  city  charter  the  Board  of  Estimate 
and  Apportionment  may  not  grant  street  railway  franchises  for  a  period 
greater  than  twenty-five  years,  subject  to  a  renewal  clause  on  a  revalua- 
tion for  a  second  period  of  twenty-five  years. 

Taxation.  —  Street  railways  are  subject  to  a  Federal,  State  and  local 
tax.  There  is  a  State  franchise  tax  based  on  capital  stock  and  an  addi- 
tional franchise  tax  on  elevated  roads  or  surface  railroads,  not  operated 
by  steam,  the  basis  for  which  is  normally  1  per  cent,  of  the  gross  earnings, 


^lii 


''  > 


k 

f 


372 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.1 


SENATE  — No.  300. 


373 


iS 


with  an  additional  tax  of  3  per  cent,  upon  the  amount  of  dividends  paid  in 
excess  of  4  per  cent,  upon  the  actual  amount  of  paid-up  capital.  The 
value  of  a  street  railway  company's  special  franchise  and  of  its  tangible 
property  in  public  highways  is  determined  by  the  State  Board  of  Tax 
Commissioners.  The  value  of  real  and  personal  property  not  on  highways 
is  determined  locally.  Special  taxation  requirements  are  made  for  com- 
panies operating  in  New  York  City. 

Highway  Maintenance.  —  Street  railways  are  quite  generally  required 
to  pay  a  portion  of  the  cost  of  paving  streets.  The  commission  has  no 
knowledge  that  electric  railways  are  generally  required  to  remove  snow 
from  streets,  although  there  may  be  municipal  ordinances  to  that  effect 
in  certain  instances. 

Trolley  Freight  —  For  the  year  ending  June  30,  1916,  the  freight  busi- 
ness amounted  to  about  $1,200,000  and  the  express  business  to  about  $350,- 
000,  out  of  a  total  revenue  of  about  $125,000,000. 

Feeders.  —  Autos  are  used  very  little,  if  at  all,  as  feeders  for  trolley 
lines. 

Public  Ownership).  —  There  has  been  no  public  ownership  of  street  rail- 
ways outside  of  the  city  of  New  York.  In  New  York  the  principle  of 
public  ownership  has  been  applied  to  the  subways.  In  general,  the  city 
builds  the  subways  and  leases  them  to  the  operating  companies  for  a  term 
of  from  ten  to  forty-nine  years,  that  is,  they  will  run  for  forty-nine  years 
unless  the  city  exercises  the  right  of  recapture  after  the  tenth  year  by 
repaying  certain  sums  to  the  company.  (More  information  is  given  rela- 
tive to  public  ownership  under  New  York  City.) 

Rate  Regulation.  —  Subject  to  limitations  imposed  by  franchise  con- 
ditions or  special  legislative  acts,  street  railways  may  raise  rates  by  filing 
with  the  commission  its  new  schedule.  The  commission  may,  however, 
upon  complaint  or  its  own  motion,  suspend  such  tariff  until  it  has  deter- 
mined the  fairness  and  reasonableness  of  such  rates. 

Capitalization.  —  First  District:  There  is  no  trustworthy  information 
available  as  to  capital  invested  in  street  railways  in  this  district.  The 
capitalization  per  mile,  if  duplications  were  eliminated,  would  be  about 
$500,000.  Subway  construction,  of  course,  cost  more  than  that  amount 
per  mile. 

Second  District:    The  average  capitalization  per  mile  of  track  is  $78,445. 

Wages  of  Employees.  —  Second  District:  Conductors,  16  to  40  cents 
per  hour,  $1.90  to  $2.63  per  day;  motormen,  19  to  41  cents  an  hour,  $2.23 
to  $3.74  per  day. 

Dividends.  —  First  District:  Average  rate  of  dividends  about  6^  per 
cent.  Highest  dividend  was  20  per  cent.,  paid  by  Interboro'  Rapid  Transit 
Company  on  a  capital  stock  of  about  $35,000,000. 

Second  District:  Dividends  average  about  2.47  per  cent.  The  highest 
rate  was  22  per  cent.,  on  $105,000  of  capital  stock. 

Investment  oj  Public  Funds.  —  Cities  and  towns  in  New  York  State 
cannot  invest  in  street  railway  securities  without  special  authority  from 
the  Legislature.    The  commission  has  no  knowledge  that  any  such  au- 


thority has  ever  been  granted.  New  York  City,  of  cJourse,  Invests  directly 
in  street  railway  property,  which  is  leased  to  street  railway  companies. 
This  does  not,  however,  involve  investment  of  public  funds  in  street  rail- 
way securities. 

North  Carolina. 
Corporation  Commission. 

Taxation.  —  Street  railways  pay  to  the  State  for  State  purposes,  and 
locally  for  local  purposes,  a  general  property  tax  on  all  property,  including 
franchise  value.  In  addition  they  pay  to  the  State  for  State  purpo.ses  the 
capital  stock  tax. 

Trolley  Freight.  —  No  trolley  freight  or  express. 

Feeders.  —  No  autos  used  as  feeders. 

Public  Ownership.  —  No  public  ownership. 

Rate  Regulations.  —  The  commission  has  supervision  of  rates. 

North  Dakota. 
Board  of  Railroad  Commissioners. 

Franchise.  —  Franchises  are  issued  by  local  authorities  for  a  limited 
term,  subject  to  a  reserve  power  of  the  State  to  alter  and  amend. 

Taxation.  —  Street  railways  are  taxed  on  an  ad  valorem  basis. 

Highway  Maintenance.  —  Requirements  of  highway  maintenance  are 
subject  to  requirements  of  the  various  cities. 

Trolley  Freight.  —  No  freight  or  express  service  maintained. 

Feeders.  —  Autos  are  not  used  as  feeders. 

Public  Ownership.  —  In  the  capital  of  the  State,  Bismarck,  there  is  a 
State-owned  street  railway  in  operation.  The  principal  object  of  this  line 
is  to  connect  the  city  and  the  State  capitol,  which  is  located  some  distance 
from  the  business  center.  The  Board  of  Control,  which  operates  the  street 
car  line,  has  stated  at  various  times  that  the  line  could  not  pay  actual 
running  expenses.  As  a  matter  of  fact,  that  portion  of  the  city  serv^ed  is  so 
small  that  there  is  no  opportunity  to  develop  its  greatest  traffic  or  earning 
capacity. 

Rate  Regulation.  —  The  rates  depend  on  franchise  provisions,  and  the 
power  which  exists  to  some  extent  in  local  governing  bodies. 

Investment  of  Public  Funds.  —  Cities  and  towns  are  prohibited  by  the 
Constitution  from  investing  in  street  railways. 

Remarks.  —  The  Board  of  Railroad  Commissioners  has  no  jurisdiction 
over  street  railways  in  this  State. 

Pennsylvania. 

Public  Service  Commission. 

Franchise.  —  Franchises  granted  by  municipalities.  Duration  and  other 
conditions  of  franchise  are  agreed  upon  by  municipality  and  the  railway 
company. 


(■  « 


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374 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Taxation.  —  Street  railways  pay  a  tax  on  capital  stock  and  tax  on  gross 
receipts.  Capital  stock  tax,  one-half  of  1  per  cent.,  on  value  of  outstanding 
capital  stock  as  determined  by  the  auditor-general.  The  gross  receipts  tax 
is  eight-tenths  of  1  per  cent,  of  the  gross  receipts.  When  a  company  is 
incorporated  the  State  exacts  a  charter  fee  of  $30  and  a  stock  bonus  of  one- 
third  of  1  per  cent,  of  the  authorized  amount  of  capital  stock. 

Highway  Maintenance.  —  Municipalities  may  and  sometimes  do  require 
street  railways  to  lay,  maintain  and  clean  highways  or  portions  thereof 
on  which  their  tracks  are  located. 

Tj  alley  Freight.  —  Most  of  the  street  railways  transport  milk  and  light 
freight  and  express,  including  foodstuffs.  For  1916  the  Philadelphia  Rapid 
Transit  Company  had  a  freight  and  express  revenue  of  $179,953.02,  out  of 
a  total  revenue  of  transportation  of  $26,479,598.95;  the  Pittsburg  Rail- 
wa5^s  Company  had  $91,548.31  express  and  freight  revenue  out  of  a  total 
operating  transportation  revenue  of  $12,818,374.03. 

Feeders.  —  No  automobiles  are  used  as  feeders  by  street  railways. 

Public  Ownership.  —  There  has  been  no  public  ownership  of  street  rail- 
ways, with  the  exception  of  several  rapid  transit  lines  constructed  by  the 
city  of  Philadelphia,  and  which  will  be  operated  by  the  Philadelphia 
Rapid  Transit  Company  under  lease. 

Rate  Regulation.  —  Street  railway  may  raise  its  rate  after  thirty  days' 
notice  to  the  commission  and  the  public.  The  commission  may  at  its 
discretion  permit  the  raise  upon  less  than  the  thirty  days*  notice.  The 
commission  may  inquire  into  the  fairness  of  the  rate,  either  before  or  after 
it  is  put  into  effect. 

Investment  of  Public  Funds.  —  The  Constitution  declares  that  the 
general  assembly  cannot  authorize  cities  and  towns  to  invest  in  corpora- 
tions. 

Rhode  Island. 

Public  Utilities  Commission, 

Franchise.  —  City  and  town  councils  authorize  to  grant  franchises  for 
periods  not  exceeding  twenty-five  years. 

Taxation.  —  Regular  local  assessment  on  real  and  personal  property, 
also  a  franchise  tax  not  exceeding  3  per  cent,  of  gross  earnings  to  city  or 
town  granting  franchise;  also  a  franchise  tax  of  1  per  cent,  on  gross  earn- 
ings, if  dividend  is  8  per  cent,  or  less;  if  over  8  per  cent,  dividend,  tax  is 
equal  to  amount  of  such  excess. 

Highway  Maintenance.  —  Street  railways  are  required  to  maintain  for  a 
width  of  18  inches  outside  the  rails,  the  character  of  pavement  being  fixed 
by  local  authorities.    There  are  other  requirements  made  in  some  localities. 

Trolley  Freight.  —  There  is  freight  and  express  service  to  certain  sections 
of  the  State,  amounting  practically  to  express  service.  This  service  covers, 
in  some  instances,  localities  having  no  railroad  service.  The  rate  is  slightly 
higher  than  freight  and  lower  than  ordinary  express. 

Feeders.  —  Autos  are  not  used  as  feeders. 


1918.] 


SENATE  — No.  300. 


375 


Public  Owner  ship.  —  There  has  been  no  public  ownership  or  contempla- 
tion thereof. 

Rate  Regulation.  —  Street  railways  can  raise  rates  only  after  thirty  days' 
notice  to  the  public  and  the  commission.  The  commission  can  investigate 
on  its  own  motion  or  upon  complaint. 

Capitalization.  —  Capitalization  per  mile  is  $110,727. 

Wages  of  Employees.  —  Minimum  is  28  cents  per  hour,  maximum  34 
cents  per  hour,  after  three  years'  service. 

Investment  of  Public  Funds.  —  General  law  does  not  provide  for  invest- 
ment by  local  authorities. 

South  Carolina. 

Railroad  Commission. 
The  conmiission  has  no  jurisdiction  except  over  interurban  railways, 
which  are  operated  and  controlled  under  same  conditions  as  steam  rail- 
roads. 

South  Dakota. 

Board  of  Railroad  Commissioners. 

Taxation.  —  Street  railways  are  taxed  by  State  Tax  Commission  on 
a  property  value  basis,  and  it  is  thought  that  the  State  does  not  exact  a 
franchise  or  compensation  tax. 

•  Trolley  Freight.  —  No  express  or  freight  service  maintained. 

Public  Ownership.  —  There  has  been  no  public  ownership. 

Rate  Regulation.  —  Rates  are  fixed  subject  to  agreement  with  city  au- 
thorities and  general  conditions  of  franchise. 

Remarks.  —  The  commission  has  no  jurisdiction  over  street  railways. 

Tennessee. 

Railroad  Commission. 

Taxaticm.  —  A  property  tax,  including  both  mileage  and  real  estate,  is 
assessed. 

Highway  Maintenance.  —  Street  railways  are  required  to  pave  and  main- 
tain between  tracks  and  3  feet  outside  thereof. 

Trolley  Freight.  —  No  express  or  freight  service. 

Public  Ownership.  —  There  has  been  no  public  ownership. 

Texas. 
Railroad  Commission, 
This  commission  has  no  jurisdiction  over  the  street  railways. 


u 


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tt  t  \ 


376 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Vermont. 

Pvhlic  Service  Commission. 

Franchise.  —  Franchises  are  granted  by  local  municipalities,  and  their 
duration  and  general  condition  vary  with  the  locality. 

Highway  Maintenance.  —  Street  railways  are  required  to  maintain  and 
clean  the  portion  of  highway  between  their  tracks.  They  are  also  re- 
quired to  remove  the  snow. 

Trolley  Freight.  —  There  are  several  street  railway  companies  doing 
freight  and  express  business.  Some  of  these  lines  are  in  competition  with 
fiteam  railroads. 

Feeders.  —  No  autos  used  as  feeders. 

Public  Ownership.  —  There  has  been  no  public  ownership. 

Rate  Regulation.  —  Street  railways  can  raise  their  rates  only  upon 
permission  from  the  commission,  and  then  only  upon  thirty  days'  notice 
to  the  public. 

Virginia. 

State  Corporation  Commission. 

Franchise.  —  Franchises  are  issued  by  local  authorities,  generally  by 
the  city  council. 

Taxation.  —  The  commission  exacts  a  property  tax,  also  a  franchise 
tax  of  1|  per  cent,  of  gross  earnings. 

Highway  Maintenance.  —  Street  railways  are  required  to  pave  and 
maintain  between  tracks  and  2^  feet  on  each  side. 

Trolley  Freight.  —  Express  and  freight  are  handled  only  on  interurban 
lines.  It  is  not  thought  that  such  transportation  affects  prices  of  food- 
stuffs. 

Feeders.  —  Autos  not  used  as  feeders. 

Public  Ownership.  —  There  has  been  no  public  ownership. 

Rate  Regulation.  —  Street  railways  can  raise  their  rates  only  bj^  per- 
mission from  the  city  government. 

Investment  of  Public  Funds.  —  Whether  cities  can  invest  in  street  rail- 
way securities  depends  on  their  charters. 


West  Virginia. 

Public  Service  Commission. 

Franchises.  —  The  duration  of  a  franchise  for  a  street  railway  is  fifty 
years. 

Taxation.  —  Street  railways  are  taxed  in  the  same  manner  as  other 
property,  according  to  the  true  and  actual  value.  No  franchise  or  com- 
pensation tax  is  assessed,  except  a  State  tax  based  on  the  amount  of 
capitalization.    This  tax  is  smaller  than  that  of  other  corporations. 

Highway  Maintenance.  —  Street  railways  are  usually  required  to  keep 
in  repair  the  portion  of  the  highway  occupied  by  them.    The  require- 


1918.] 


SENATE  —  No.  300. 


377 


iiiL^  ! 


ments  as  to  the  removal  of  snow,  etc.,  will  be  based  on  town  and  city 
ordinances. 

Trolley  Freight.  —  Some  of  the  systems  in  this  State  have  regular 
freight  and  express  cars  and  transport  all  kinds  of  freight,  including 
dairy  products.  The  rates  charged  are  practically  the  same  as  those 
charged  by  the  railroad,  but  the  service  is  better. 

Feeders.  —  No  autos  are  used  as  feeders. 

Public  Ownership.  —  There  has  been  no  public  ownership  of  street  rail- 
ways in  this  State. 

Raie  Regulation.  —  Before  a  street  railway  can  raise  its  rates  it  must 
file  with  the  Public  Service  Commission  an  application  stating  the  present 
rates,  as  well  as  rate  sought,  and  the  reason  for  proposed  increase. 

Capitalization.  —  Street  railway  tracks  are  capitalized  in  this  State  at 
$92,500  per  mile  of  track. 

Wages  of  Employees.  —  The  wages  paid  conductors  and  motormen 
range  from  24  to  35  cents  per  hour. 

Dividends.  —  The  average  dividend  paid  was  2.97  per  cent.,  the  maxi- 
mum dividend  being  6  per  cent.  Most  of  the  street  railways  in  this  State 
are  in  the  process  of  building  or  extending  their  lines,  and  the  principal 
part  of  their  net  income  is  used  for  this  purpose. 

Investment  of  Public  Funds.  —  Cities  and  towns  have  no  authority  to 
invest  in  street  railway  securities. 

Wisconsin. 
Railroad  Commission. 

Franchise.  —  Franchises  are  granted  by  local  authorities.  Since  1907 
it  is  required  that  all  subsequent  street  railway  franchises  shall  be  in- 
determinate permits. 

Taxatim.  —  The  general  property  tax  for  the  State  is  applied  to  the 
value  of  the  property  of  the  street  railways.  There  is  no  separate  fran- 
chise tax,  although  the  legitimate  cost  of  the  franchise  is  considered  in 
determining  the  value  of  the  property. 

Highway  Maintenance.  —  Street  railways  are  not  required  by  statute  to 
maintain  or  clean  any  portion  of  the  highway  over  which  cars  run.  Munic- 
ipal ordinances  generally  cover  these  matters.  A  village  board  may  re- 
quire a  street  railway  to  sprinkle  or  oil  for  a  distance  of  1  foot  outside 
each  rail.     Snow  removal  is  generally  required  by  municipal  ordinance. 

Trolley  Freight.  — "So  trolley  or  freight  express  is  carried  on  street 
railways.     Interurban  railways  carry  freight,  particularly  lines  running  out 

of  Milwaukee. 

Feeders.  —  There  are  no  records  of  autos  being  used  as  feeders. 

Public  Ownership.  —  There  are  no  municipally  owned  street  railways 
in  the  State.  Several  years  ago  there  was  some  agitation  in  the  city  of 
Superior  regarding  municipal  ownership. 

Rate  Regulation.  —  Street  railways  cannot  raise  rates  without  authority 
from  the  commission. 


iTf  » 


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378 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


379 


i  li  i 


I.   1 


CapitaUzation,  —  Capitalization  in  stocks  and  bonds,  per  mile  of  track 
for  year  ending  June  30,  1916,  was  $62,587.  These  figures  do  not  show 
any  distinction  between  urban  and  interurban  systems. 

Dividends.  —  The  average  dividend  for  1916  was  slightly  more  than 
3  per  cent.  In  some  cases  no  dividends  were  declared.  The  highest 
dividend  was  17^  per  cent. 

Investment  of  Public  Funds.  —  There  is  no  statute  in  the  State  allowing 
cities  or  towns  to  invest  in  street  railway  securities. 

Wyoming. 

Public  Service  Commission. 

Franchise.  —  Franchises  are  obtained  from  cities  for  a  period  of  fifty 
years. 

Trolley  Freight.  —  One  company  handles  express. 

Feeders.  —  No  autos  are  used  as  feeders. 

Public  Ownership.  —  There  has  been  no  public  ownership. 

Rate  Regulation.  —  Street  railways  can  change  their  rates  by  filing  a 
new  tariff  and  by  one  day's  notice  to  the  commission  and  the  public. 

Canada. 

Department  of  Railways  and  Canals^  Ottawa^  Ont, 

Taxation.  —  Electric  railways  of  Canada  paid  $1,802,441.95  in  taxes 
for  year  ending  June  30,  1916. 

Trolley  Freight.  —  During  year  ending  June  30,  1916,  the  electric  rail- 
ways transported  1,936,674  tons  of  freight,  on  which  they  earned  $1,218,- 
763.88.    Earnings  from  mail  and  express  amounted  to  $112,309.43. 

Public  Ownership.  —  There  are  10  electric  railway  systems  in  the 
Dominion  owned  or  operated  by  municipalities.  There  has  been  no 
failure  in  public  ownership  to  the  extent  of  abandonment. 

Rate  Regulation.  —  Companies  operating  under  a  Donunion  charter 
are  subject  to  regulation  by  the  Board  of  Railway  Commissioners.       *«4 

Capitalization.  —  Capitalization  of  electric  railways  in  Canada  in  1916 
was  $154,895,584,  the  mileage  computed  as  single  track  being  2,248.57. 
This  amounts  to  about  $68,000  per  mile  of  track. 

Dividends.  —  Dividends  in  1916  on  an  average  amounted  to  4.2  per 
cent.    The  maximum  dividend  was  15  per  cent. 

Manitoba. 

Public  Utilities  Commission. 

Franchise.  —  Street  railways  receive  franchises  from  the  cities  for 
limited  terms.  The  conditions  are  that  these  cities  must  either  buy  the 
railway  plant  or  renew  franchise  upon  its  expiration. 

Taxation.  —  The  street  railway  in  Winnipeg  pays  the  city  5  per  cent, 
of  its  yearly  gross  earnings  and  in  addition  a  privilege^tax  of  $20  per  car. 
There  is  no  franchise  tax  assessed. 


Highway  Maintenance.  —  The  company  pays  the  cost  of  paving  and 
maintaining  for  18  inches  outside  the  rails.  The  company  is  required  to 
remove  snow,  ice  and  other  obstructions  for  this  width. 

Trolley  Freight.  —  Milk  is  carried  quite  extensively  on  these  lines,  and 
the  effect  is  to  stabilize  prices.  « 

Feeders.  —  No  autos  are  used  as  feeders. 

Public  Ownership.  —  The  city  of  Brandon  owns  and  operates  its  rail- 
way.   The  final  results  have  not  been  encouraging. 

Rate  Regulation.  —  An  increase  in  rates  would  require  either  legislative 
action  or  the  approval  of  this  commission. 

Capitalization.  —  Brandon  Municipal  Railway,  $430,000  for  10.3  miles; 
Suburban  Rapid  Transit  Company,  $675,000  for  21.0  miles;  Winnipeg, 
Selkirk  &  Lake  Winnipeg  Railway  Company,  $1,550,000  for  39.4  miles. 

Wages  of  Emplcxyees.  —  Minimum  28  cents  and  maximum  36  cents  per 

hour. 

Dividends.  —  The  Winnipeg  Electric  Railway  Company  paid  10  to  12 
per  cent,  up  to  1915;  since  then  no  dividends  have  been  declared. 

Investment  of  Public  Funds.  — Cities  and  towns  can  invest  in  any 
security  of  undoubted  merit,  but  there  is  no  record  of  such  investment 
in  street  railways  in  this  province. 

New  Brunswick. 
Board  of  Commissioners  of  Public  Utilities. 

Franchise.  — The  duration  and  general  conditions  depend  upon  the 
letters  patent  or  act  of  incorporation  in  each  case. 

Taxation.  — street  railways  are  subject  to  municipal  taxation  but 
not  to  a  franchise  tax.  The  annual  expense  of  the  Public  Utilities  Board 
is  borne  in  proportion  to  the  gross  earnings  of  the  various  companies. 

Highway  Maintenance.  —  The  conditions  depend  upon  agreement  with 
the  municipal  authorities. 

Trolley  Freight.  —  There  is  no  trolley  freight  or  express. 

Feeders.  —  Autos  are  not  used  as  feeders. 

Public  Ownership.  —  No  public  ownership  has  been  attempted. 

Rate  Regulation.  —  New  rates  or  schedules  must  be  approved  by  the 
Board  of  Conmiissioners  of  Public  Utilities. 

Dividends.  —  The  highest  dividend  paid  was  7  per  cent,  by  one  company. 

Investment  of  Public  Funds.  —  Cities  and  towns  cannot  invest  in  street 
railway  securities." 

Nova  Scotia. 

Board  of  Commissioners  of  Public  Utilities. 

Franchise.  —  Franchises  are  granted  by  provincial  Legislature  and  are 
generally  perpetual,  and  give  exclusive  rights  for  a  limited  number  of  years. 

Taxation.  —  Street  railways  are  subject  to  a  real  estate  and  personal 
property  tax.    A  special  but  not  uniform  tax  is  paid  to  the  municipality. 

Trolley  Freight.  —  No  appreciable  effect  is  noted  as  to  prices  of  food- 
stuffs transported. 


■fa 


■        H' 


Ill 


il 


I 


i  : 


380 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


Feeders.  —  Autos  are  not  used  as  feeders  for  trolley  lines. 

Public  Ownership.  —  There  has  been  no  public  ownership. 

Rate  Regulation.  —  Street  railways  can  increase  the  rates  only  after 
public  hearings  and  approval  of  the  Public  Utilities  Commission. 

LHvidemis.  — The  average  rate  is  about  6  per  cent.;  the  highest  rate 
was  8  per  cent. 

Investment  of  Public  Funds.  —  No  city  or  town  is  empowered  to  invest 
in  street  railway  securities. 

Ontario. 

The  Ontario  Railway  Municipal  Board. 

Franchise.  —  Franchises  are  granted  by  municipal  authorities,  but  not 
for  a  longer  period  than  twenty-five  years.  At  the  expiration  of  this 
period  the  municipality  may,  upon  one  year's  notice,  assume  ownership 
of  the  street  railway  and  its  property  on  the  actual  value  determined  by 
the  Ontario  Railway  Municipal  Board.  If  the  municipality  does  not 
exercise  this  right,  it  may  exercise  the  like  right  at  the  expiration  of  any 
fifth  year  following,  the  company  holding  the  privileges,  as  under  the 
franchise,  until  such  ownership  is  assumed. 

Taxation.  —  Provincial  taxation  is  imposed  by  the  corporations  tax 
act.  Under  this  street  railways  pay  a  tax  for  each  mile  of  track  within 
the  city  limits,  —  $20,  when  mileage  is  less  than  20  miles,  per  mile,  to 
$60  per  mile  when  the  mileage  exceeds  50  miles.  (Mileage  is  reckoned 
as  single  track.) 

In  addition  to  the  above  taxes  each  company  paj's  a  tax  of  1  per  cent, 
of  the  net  earnings  of  the  company  in  that  city.  Under  municipal  taxa- 
tion land  is  taxed  and  is  defined  as  including  all  structures,  etc.,  on  and 
over  any  highway.  The  rolling  stock  is  specifically  exempted  from  mu- 
nicipal taxation. 

Highway  Maintenance.  —  The  company  shall  keep  in  repair  the  space 
for  18  inches  outside  the  tracks.  The  company  is  to  remove  snow  from 
between  its  tracks,  and  any  snow  plowed  onto  the  highway  shall  be 
evenly  spread  thereon. 

Trolley  Freight.  — Tliere  is  no  express  or  freight  transportation. 

Feeders.— The  London  &  Lake  Erie  Transportation  Company  (an 
electric  interurban  railway)  is  the  only  one  in  the  Province  using  autos 
as  feeders,  —  supplying  a  passenger  and  a  limited  freight  service. 

Public  Ownership.  —  Seven  lines,  totaling  al)out  90  miles,  are  publicly 
owned.  Of  these  7  lines  3  made  a  profit  for  the  year  ending  June  30, 
1916,  the  profits  totaling  about  $26,000.  The  losses  amounted  to  about 
$185,000.  Fares  are  very  low,  which  probably  explains  the  loss.  In 
general  the  service  is  good.  There  is  some  disposition  on  the  part  of  the 
city  of  Toronto  to  purchase  the  privately  owned  street  railway  system 
at  the  expiration  of  its  franchise  in  1920.  There  is  also  sentiment  for 
public  ownership  .of  radials  and  interurban  railways,  to  l)e  operated  by 
current  from  the  Hydro-Electric  Power  Commission. 


U 


1918.] 


SENATE  — No.  300. 


381 


Rate  Regulation.  —  The  maximum  rates  are  fixed  by  statute,  but  as 
a  matter  of  fact  no  company  has  been  able  to  obtain  an  agreement  with  a 
city  or  town  which  allowed  the  company  to  charge  a  rate  equal  to  that 
allowed  by  the  Ontario  railway  act.  All  tariffs  are  subject  to  the  approval 
of  this  board. 

Wages  of  Employees.  —  In  Toronto  the  highest  wages  are  paid,  which 
amount  to  a  maximum  of  37  cents  an  hour  after  two  years,  30  cents  being 
the  minimum.  The  minimum  rate  of  the  Province  is  18  cents  per  hour 
for  the  first  month  and  21  cents  for  the  following  eleven  months,  increasing 
in  the  following  years. 

Dividends.  —  The  average  dividend  paid  is  about  7|  per  cent.,  the 
maximum  being  10  per  cent.    Some  railwaj^s  did  not  declare  dividends. 

Investment  of  Public  Funds.  —  Under  a  general  act,  municipalities  are 
allowed  to  pass  by-laws  for  subscribing  for  shares  of  the  capital  stock 
of  a  street  railway.  The  cities  of  London  and  St.  Thomas  have  invested 
in  street  railway  securities  under  this  authorization. 

REQUIREMENTS  OF  OTHER  STATES  RELATIVE  TO  THE 
MAINTENANCE  AND  REPAIR  OF  PUBLIC  WAYS  BY 
STREET  RAILWAY  COMPANIES. 

In  its  report  in  1916  to  the  Legislature  on  this  subject,  the 
Public  Service  Commission  included  in  an  appendix  a  statement 
as  to  the  conditions  in  other  States  relative  to  highway  main- 
tenance and  repair.  This  information,  which  was  received  in 
answer  to  a  query  sent  to  the  various  Public  Service  Commis- 
sions, is  as  follows :  — 

Connecticut. 

The  statute  requires  a  street  railway  company  to  keep  in  repair,  to 
the  satisfaction  of  local  authorities,  "so  much  of  the  highway  as  is 
included  within  its  tracks  and  a  space  of  2  feet  on  the  outer  side  of  the 
outer  rails  thereof."  In  some  particulars,  additional  restrictions  and  re- 
quirements are  imposed  by  a  company's  charter  or  by  local  authorities 
over  which  the  Public  Utilities  Commission  has  appellate  jurisdiction 
upon  petition  of  the  company. 

There  is  no  tax  levied  upon  street  railway  companies  in  lieu  of  paving 
and  similar  requirements. 


II 


District  of  Columbia. 
An  act  of  Congress  requires  street  railway  companies  to  maintain  the 
surface  between  rails  and  2  feet  on  either  side  thereof.  In  addition  they 
are  required  to  keep  their  tracks,  and  the  space  between  and  for  a  dis- 
tance of  2  feet  outside  thereof  at  the  crossings  of  the  several  streets  which 
intersect  their  tracks,  free  from  snow  and  ice. 


I  / 


'  I 


382 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


383 


if 


' 


Georgia. 

The  statutes  of  Georgia  providing  for  the  incorporation  of  street  rail- 
ways provide,  among  other  things,  that  the  company  shall  be  liable  for 
all  assessments  and  other  lawful  burdens  that  may  be  imposed  by  mu- 
nicipal authorities.  These  vary  in  different  localities.  Generally  they 
provide  that  the  company  shall  bear  the  expense  of  paving  between  its 
tracks  and  for  from  3  to  4  feet  on  each  side  thereof.  The  expense  of 
bridge  or  underpass  construction  is  frequently  borne  jointly,  and  there 
are  instances  where  an  annual  fixed  tax  is  charged  for  the  use  of  bridges 
by  street  railways. 

Illinois. 

Chicago. 

The  1907  Chicago  traction  ordinances  require  the  Chicago  street  rail- 
way companies  to  fill,  grade,  pave,  keep  in  repair,  sweep  and  sprinkle 
8  feet  in  width  of  all  streets  and  public  ways  occupied  with  a  single  track 
and  16  feet  in  width  if  occupied  with  a  double  track. 

Under  the  unification  ordinances  of  1913  the  companies  for  a  period 
of  five  years  are  required  to  pay  to  the  city  for  cleaning  the  right  of  way, 
including  the  removal  of  snow,  the  sum  of  $51.50  per  month  for  each 
mile  of  double  track;  and  where  the  companies  have  single  track  instead 
of  double  track,  two  miles  of  single  track  shall  be  considered  the  equiva- 
lent of  one  mile  of  double  track. 

Indiana. 

The  Indiana  statute  with  respect  to  the  construction  of  street  railway 
tracks  in  cities  and  towns  does  not  impose  any  duties  with  respect  to  the 
maintenance  and  repair  of  public  ways. 

Municipalities  have  the  power  to  require,  and  in  the  main  do  require, 
the  street  railway  companies  to  pave  the  streets  between  rails  and  for  a 
reasonable  distance  on  either  side. 

Kansas. 

No  general  duties  are  imposed  upon  street  railway  companies  by  the 
statutory  law  of  Kansas  with  respect  to  the  repair  and  maintenance  of 
public  ways.  Incorporated  cities  are  empowered  to  grant  franchises  to 
interurban  railways  upon  such  terms  and  conditions  as  the  city  may 
prescribe.  Generally  speaking,  all  cities  require  street  or  interurban 
railway  companies  to  maintain  and  repair  that  portion  of  the  public 
highway  between  the  tracks,  and  to  pave  between  the  tracks  and  about 
2  feet  outside  in  paved  streets. 

No  tax  is  levied  upon  street  railway  companies  in  lieu  of  duties  outlined 
above. 


Maine. 

The  matter  of  the  maintenance  and  repair  of  public  ways  in  which 
street  railway  tracks  are  located,  and  the  levying  of  any  tax  in  lieu  thereof, 
is  left  to  the  municipalities. 

Companies  are  required  to  maintain  in  repair  such  portions  of  the 
streets  as  are  occupied  by  their  tracks,  and  to  make  all  other  repairs 
rendered  necessary  by  such  occupation. 

Cities  are  authorized  to  assess  upon  street  railway  companies  for 
sprinkling  streets,  based  on  the  amount  of  space  between  the  rails  and  one 
foot  outside  thereof. 

Minnesota. 

St.  Paid. 

The  franchise  granted  to  the  railway  company  requires  it  to  pave  the 
space  occupied  by  its  tracks  and  between  its  lines  of  double  track,  and  for 
a  distance  of  2  feet  outside  the  outer  rails  thereof,  whenever  the  council 
of  the  city  shall  order  the  street  in  which  the  tracks  are  located  to  be  paved. 
The  company  is  required  to  pave  its  portion  of  the  street  with  the  same 
material  that  the  city  orders  the  street  to  be  paved  with.  It  is  also  re- 
quired to  keep  the  part  of  the  street  occupied  by  its  tracks  in  repair,  to 
sprinkle  it  with  water  in  summer  and  with  a  non-freezing  mixture  in  winter. 

The  company  pays  a  gross  earnings  tax  to  the  city,  less  the  amount 
paid  as  general  taxes,  and  also  a  license  tax  on  its  cars. 

New  Hampshire. 

The  law  requires  street  railway  companies  to  keep  in  repair,  to  the 
satisfaction  of  the  local  officer  in  charge  of  highways,  the  pavmg,  upper 
planking  or  other  surface  material  of  the  portions  of  highways  and  bridges 
occupied  by  tracks  and  at  least  18  inches  on  each  side  thereof. 

There  is  no  provision  under  the  general  law  taxing  street  railway  com- 
panies in  lieu  of  maintaining  and  repairing  public  ways  in  which  tracks 
are  located. 

New  Jersey. 

Street  railway  companies  are  required  by  law  to  keep  in  repair,  to  the 
satisfaction  of  the  local  authorities,  the  paving,  upper  planking  or  other 
surface  material  of  the  portions  of  streets,  roads  and  bridges  occupied 
by  their  tracks  and  18  inches  on  each  side  thereof. 

The  ordinances  of  many  municipalities  contain  provisions  with  respect 
to  the  maintenance  and  repair  of  highways  which  have  been  accepted  by 
the  companies. 

There  is  no  tax  levied  upon  street  railway  companies  which  is  in  lieu 
of  their  duties  relative  to  the  maintenance  and  repair  of  highways. 


m 


!( 


*   » 


384 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


New  York. 

The  railroad  law  requires  street  railway  companies  to  keep  in  repair 
the  street  pavements  between  the  tracks  and  2  feet  on  either  side  thereof 
and  to  clean  ice  and  snow  from  the  streets  on  which  the  tracks  are  located' 
as  the  local  authorities  may  direct.  ' 

The  standard  form  of  franchises  requires  the  company  to  water  the 
entire  width  of  the  streets  on  which  its  tracks  are  located  three  times 
every  twenty-four  hours  if  such  streets  are  not  more  than  60  feet  in  width 
and  only  60  feet  if  the  streets  exceed  that  width.  It  is  also  provided  that 
instead  of  watering  the  streets  the  company  may,  with  the  approval  of 
the  local  authorities,  oil  the  streets  between  the  tracks  and  2  feet  on  either 
side  thereof. 

Ohio. 

The  general  code  of  Ohio  provides  that  municipal  authorities  may 
require  any  part  or  all  of  the  street  railway  tracks,  located  within  the 
corporate  limits,  to  be  paved  between  the  rails  with  stone,  gravel,  bowl- 
ders or  wooden  or  asphalt  pavement;  track  located  without  the  corporate 
limits  shall  not  be  required  to  be  so  paved. 

No  provision  is  made  for  the  levying  of  a  tax  in  lieu  of  the  duty  of 
mamtammg  and  repairing  the  public  ways  in  which  street  railway  tracks 
are  located. 

Oklahoma. 

The  revised  laws  of  Oklahoma  provide  that  all  street  railway  companies 
shall  be  reqmred  to  pave,  macadamize,  curb,  gutter  or  drain  the  portion 
of  their  track  situated  in  the  streets  and  2  feet  on  each  side  thereof  in 
the  same  manner  that  the  remainder  of  said  streets  may  be  so  improved; 
when  two  or  more  tracks  are  located  upon  one  street  the  company  is  re- 
quired to  gravel,  pave  or  macadamize  as  the  city  may  require. 

No  special  tax  is  provided  in  lieu  of  the  duty  of  street  railway  com- 
pames  with  respect  to  the  maintenance  and  repair  of  public  ways. 

Oregon. 

No  duties  are  imposed  upon  street  railway  companies  by  the  general 
law  of  the  State  with  respect  to  the  maintenance  and  repair  of  public 
ways  m  which  their  tracks  are  located. 

The  customary  franchise  provision  imposed  by  contract  between  com- 
pames  and  the  local  municipal  authorities  contemplates  the  paving  and 
repair  of  the  portion  of  the  roadway  within  the  tracks  and  1  foot  on  each 
side  of  the  railway  by  the  street  railway  companies.  The  use  of  bridges 
IS  customarily  adjusted  by  a  toll  for  each  car. 

No  tax  is  levied  upon  street  railway  companies  in  lieu  of  any  duty 
with  respect  to  the  maintenance  and  repair  of  public  ways. 


1918.] 


SENATE  —  No.  300. 


Pennsylvania, 


385 


Philadelphia. 

Under  an  act  of  the  Legislature  of  1907  an  ordinance  of  the  city  coun- 
cils of  Philadelphia  was  passed  authorizing  the  execution  of  a  contract 
between  the  city  and  the  Philadelphia  Rapid  Transit  Company,  by 
which  it  is  provided  that  during  the  first  ten  j^ears  of  the  contract 
the  company  shall  pay  to  the  city  each  year  the  sum  of  $500,000,  and 
for  each  succeeding  term  of  ten  years  this  payment  shall  be  increased 
by  $50,000,  until  at  the  end  of  five  terms  of  ten  years  the  company  is 
paying  to  the  city  each  year  $700,000.  The  payment  of  this  sum  is  in 
lieu  of  all  obligations  on  the  part  of  the  company  and  its  subsidiaries  for 
the  paving,  repaving  and  repairing  of  the  streets  occupied  by  their  sur- 
face lines,  the  removal  of  snow  and  all  license  fees  with  respect  to  the 
cars  run  upon  streets  and  bridges. 

When  additional  streets  are  occupied  by  the  company,  it  pays  to  the 
city,  in  addition  to  the  amount  above  stipulated,  a  yearly  sum  equal  to 
7  cents  per  square  yard  for  each  yard  of  macadam  pavement,  8  cents  per 
square  yard  for  each  yard  of  asphalt  pavement  and  6  cents  per  square 
yard  for  each  yard  of  any  other  pavement. 

Under  this  contract  the  company  is  not  liable  for  any  original  paving 
or  maintenance  work  upon  the  streets  occupied  by  it.,  except  in  cases 
when  it  opens  the  streets  for  repairs,  etc.,  in  which  event  the  company 
restores  the  pavement  disturbed. 

Where  street  railway  companies  have  been  exempted  from  the  duty 
of  maintaining  any  portion  of  the  streets,  and  where  they  pay  an  excise 
tax  in  lieu  thereof,  it  is  a  simple  matter  to  determine  the  probable  cost 
of  the  maintenance  of  any  character  of  pavement  under  varying  traffic 
conditions.  After  it  has  been  determined  what  portion  of  the  pavements 
the  company  is  to  pay  for,  a  certain  sum  per  year,  which  would  approxi- 
mate a  fair  maintenance  charge  for  the  pavements,  should  be  turned 
over  t )  the  municipality  for  this  work.  This  arrangement  would  provide 
for  ai_  adequate  sum  for  maintenance  and  would  protect  the  railway 
company  against  the  city's  spending  too  much  for  maintenance  charges 
per  square  yard  through  improper  methods  of  handling  the  work.  There 
should  be  a  proper  accounting  system  to  protect  the  interests  of  both 
city  and  company,  and  in  this  way  there  would  be  but  one  jurisdiction 
over  streets. 

Tennessee. 
The  matter  of  defining  the  duties  of  street  railway  companies  with 
respect  to  the  maintenance  and  repair  of  public  ways  is  left  to  local  or 
municipal  regulation.  As  a  condition  of  the  grant  made  to  companies 
the  local  authorities  generally  impose  the  duty  of  maintaining  such  parts 
of  the  streets  as  lie  between  the  tracks  and  2  feet  outside  thereof  in  the 


'\' 


^:i': 


t       ^ 


L-*!    ,    •• 


;^f 


■   I     I 


386 


REPORT  ON  STREET  RAILWAYS. 


I; 


I  in' 


[Feb. 


same  condition  as  the  balance  of  the  street  is  maintained  by  the  public 
authorities. 

There  is  no  tax  levied  upon  companies  in  lieu  of  the  obligation  by 
municipalities  and  counties  to  keep  the  track  in  repair. 

Vermont. 

The  public  service  laws  of  Vermont  provide  that  municipal  authori- 
ties may  require  street  railway  companies  to  construct  and  maintain 
that  portion  of  the  traveled  highway  between  the  rails  and  2  feet  each 
side  thereof  in  as  good  condition  and  state  of  repair  as  the  adjacent 
traveled  way. 

Street  railway  companies  are  not  required  to  pay  any  tax  in  lieu  of 
their  duty  with  respect  to  the  maintenance  and  repair  of  public  ways. 

Virginia. 

No  duties  are  imposed  by  the  general  law  of  Virginia  upon  street  rail- 
way companies  with  respect  to  the  maintenance  and  repair  of  public  ways 
in  which  their  tracks  are  located. 

No  public  highway  may  be  occupied  by  any  public  service  corporation 
without  the  consent  of  the  local  authorities,  and  as  a  general  rule  they 
impose  upon  companies  the  duty  of  paving  between  tracks  and  2  feet 
each  side  thereof  with  material  similar  to  that  used  on  the  highway.  Com- 
panies are  usually  required  to  maintain  that  portion  of  the  highway  be- 
tween its  tracks  and  2  feet  each  side  thereof  in  good  repair. 

No  tax  is  levied  upon  street  railway  companies  under  the  general  law 
in  lieu  of  their  duties  outlined  above,  although  in  some  instances  the  com- 
pany is  required  by  the  local  authorities  to  pay  a  percentage  of  its  re- 
ceipts, or  some  other  form  of  compensation,  to  the  city  or  county  for  the 
use  of  the  highways. 

Wisconsin. 

Aside  from  the  requirements  of  the  railway  law  under  which  street 
railway  companies  may  be  incorporated,  the  general  laws  of  Wisconsin 
do  not  impose  duties  upon  railway  companies  with  respect  to  the  main- 
tenance and  repair  of  public  ways. 

Citif  s  are  authorized  to  impose  reasonable  regulations,  and  a  require- 
tnent  for  paving  between  tracks  and  of  the  devil  strip  is  commonly  im- 
posed. In  some  instances  companies  are  required  to  clean  their  tracks 
of  snow  and  ice  and  to  sprinkle  the  street. 


1918.] 


SENATE  —  No.  300. 


387 


LIST  OF  ELECTRIC  RAILWAY  FARE  INCREASES  IN  UNITED 
STATES  AND  CANADA,  JAN.   1,  1914,  TO  DEC.   1,  1917. 

The  following  schedule  has  been  prepared  showing  all  re- 
ported increases  in  electric  railway  fares  which  have  been  made 
since  Jan.  1,  1914,  up  to  approximately  Dec.  1,  1917,  but  in- 
cluding all  increases  in  reports  received  up  to  Dec.  8,  1917. 
All  classes  of  electric  railways  are  included  except  electrified 
divisions  of  steam  railroads. 

An  attempt  at  classification  has  been  made,  first,  between  city 
and  interurban  systems;  then  a  further  subdivision  showing 
various  classes  of  increases  in  each  general  division.  It  is 
difficult  to  definitely  classify  railways  as  between  city  and 
interurban  because  of  the  mixed  character  of  many  of  them. 
In  general,  systems  which  are  primarily  urban  but  have  suburban 
or  interurban  lines  are  classified  as  city  systems.  Interurban 
lines  are  assumed  to  include  those  whose  major  business  is 
between  cities,  although  there  may  be  local  lines.  In  a  few  cases 
of  large  systems,  with  extensive  business  of  both  kinds,  classifi- 
cation has  been  avoided  by  showing  city  and  interurban  in- 
creases each  in  their  proper  group.  As  an  illustration  of  the 
above,  the  Bay  State  system  is  included  in  both  city  and  in- 
terurban. .  In  some  other  cases,  where  the  distribution  of  busi- 
ness was  not  known,  both  city  and  interurban  increases,  where 
reported,  have  also  been  separately  classified. 

The  complete  classification  of  increases  which  has  been 
adopted  is  as  follows :  — 

1.    City  Lines. 

(o)  Rates  under  5  cents  abolished. 
(6)  Five-cent  fares  raised. 

(c)  Fares  higher  than  5  cents  raised. 

(d)  Transfers  abolished,  curtailed  or  charges  therefor  established. 

(e)  Suburban  zones  created. 

2.    Interurban  Lilies. 

(a)  Five-cent  zone  fare  raised. 

(6)  Mileage,  commutation  or  general  tariffs  raised. 

(c)  Number  of  zones  increased. 

(d)  Fare  higher  than  5  cents  raised. 
{e)  "Copper"  zones  established. 


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388 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


The  list  has  been  compiled  from  various  available  sources, 
including  the  American  Electric  Railway  Association  and  Elec- 
tric Railway  Journal.  It  probably  does  not  include  all  increases 
that  have  been  made,  because  publicity  may  not  have  been 
given  to  some  minor  increases.  It  is  not  probable,  however, 
that  any  considerable  number  of  important  or  significant  in- 
creases have  been  omitted. 

The  listed  increases  number  128,  affecting  100  companies, 
several  of  which  have  made  increases  of  different  kinds  or  at 
different  times  or  both.  Summarized  in  accordance  with  the 
different  classes  set  forth  in  the  foregoing  tabulation,  the  increases 
show  the  following  numbers :  — 


1.    City  Increases. 

(a)  Fares  less  than  5  cents  raised,  . 

(b)  Five-cent  fares  raised, 

(c)  Fares  higher  than  5  cents  raised, 

(d)  Charges  for  transfers,  . 

(e)  Suburban  zones  created,     . 


17 

20 

1 

4 

4 


Total, 


46 


2.    Interurban  Increases. 

(a)  Five-cent  zone  rates  raised, 22 

(b)  Mileage  and  tickets  raised, 42 

(c)  Number  of  zones  increased, 9 

(d)  Fare  higher  than  5  cents  raised, 3 

(e)  Changes  to  copper  zones, 6 

i.  oral,        ........... 

Total,  combined  city  and  interurban, 


82 


128 


Without  distinguishing  between  city  and  interurban  systems, 
the   following   table   shows    the   number   of   changes   in   simpler 
»   form :  — 

Reduced  fares  raised  to  or  toward  5  cents, 17 

Five-cent  or  higher  fares  increased, 46 

Interurban  mileage  or  general  tariff  increases,      ....     42 

Increases  through  zone  changes, 19 

Transfer  restrictions, 4 

128 


1918.] 


SENATE  —  No.  300. 


389 


A  further  classification  below  shows  the  number  of  increases 
by  years,  with  a  steady  increase  throughout  the  period :  — 

Total  increases  in  1914,     .       .       .       .       .       .       .       ,       .16 

Total  increases  in  1915, .       .       .19 

Total  increases  in  1916, 24 

Total  increases  in  1917  (about  11  months), 69 

—  128 

The  geographical  distribution  of  increases  is  also  shown  in  the 
following  table:  — 

Massachusetts, 24 

New  England  except  Massachusetts, 20 

United  States  east  of  Mississippi  except  New  England,      .       .     63 

United  States  west  of  Mississippi, 15 

Canada, 6 

—  128 


It  appears  from  the  above  analysis  that  New  England,  par- 
ticularly Massachusetts,  has  been  more  active  and  liberal  in 
fare  increases  than  any  other  section.  The  present  situation 
as  to  fares  in  Massachusetts  with  respect  to  track  mileage 
affected  is  interesting.  Out  of  a  total  of  2,198  miles  operated, 
the  nominal  5-cent  cash  fare  is  in  use  on  only  904  miles,  6-cent 
fares  apply  to  1,110  miles,  7-cent  fares  to  83  miles  and  8-cent 
fares  to  32  miles.  A  mileage  rate  of  2  cents  applies  on  67  miles. 
With  the  conventional  5-cent  fare  applying  to  only  41  per  cent, 
of  the  mileage,  Massachusetts  is  far  advanced  in  the  matter  of 
increased  fares  beyond  any  other  State. 

New  York  State  is  making  rapid  progress  in  the  same  direc- 
tion and  other  States  are  following.  Two  additional  increases 
have  been  made  in  New  York  since  the  attached  table  was 
prepared  (Peekskill  and  Putnam  &  Westchester),  in  both  of 
which  cases  fares  were  raised  from  5  to  7  cents  and  free  trans- 
fers abolished,  —  a  significantly  sweeping  increase.  The  num- 
ber of  unsettled  fare  increase  cases  now  before  the  commission 
is  greater  than  ever  before.  This  is  of  course  largely  due  to 
war-time  conditions,  but  the  study  of  electric  railway  condi- 
tions, which  the  war  has  stimulated,  will  undoubtedly  have 
permanent  and  beneficial  effects.  The  street  railways  in  the 
State  of  California  are  petitioning  for  increased  fares  at  the 
present  time. 


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390 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


In  Cleveland,  where  the  well-known  service-at-cost  plan  is  in 
operation,  two  increases  have  been  made  recently.  These  in- 
creases put  the  fares  in  Cleveland  on  the  schedule  (c)  basis,  — 
4  cents  cash  fare,  3  tickets  for  10  cents,  1  cent  transfer,  no 
rebate. 

The  following  list  gives  the  names  of  companies  making  in- 
creases, approximate  dates  when  the  increases  became  effective 
and  a  general  description  of  the  increases.  It  is  impracticable 
within  brief  limits  to  fully  describe  the  various  increases.  In 
connection  with  many  increases  in  cash  fare,  some  ticket  con- 
cessions were  established  and  new  commutation  rates  were  al- 
lowed in  connection  with  mileage  increases.  Minor  changes 
were  also  made  in  transfer  regulations.  Unless  these  subsidiary 
changes  appear  to  be  of  special  significance  they  are  not  referred 
to. 

1  (a).    City  Cash  or  Ticket  Rates  less  than  Five  Cents  abolished, 

Glendale   &   Eagle   Rock   Railway    (California),   May,    1914  —  2§-cent 

tickets  replaced  by  straight  5-cent  fare. 
Lincoln  Railway  and  Heating  Company  (Illinois),  November,  1915  — 

6  tickets  for  25  cents  abolished. 
Bay  State  Street  Railway  Company  (Massachusetts),  March,  1916  — 

6  tickets  for  25  cents  in  Fall  River  abolished. 
Toledo  Railway  and  Light  Company  (Ohio),  April,  1916  — 3-cent  rush 

hour  fares  abandoned  for  5  cents  cash  or  6  tickets  for  25  cents. 
Port  Arthur  &  Fort  William  Civic  Railways  (Ontario),  September,  1914  — 

6  tickets  for  25  cents  abolished  (two  increases). 
Saskatoon  Municipal  Railway  (Saskatoon),  August,  1914  —  6  tickets  for 

25  cents  abolished. 
British  Columbia  Electric  Railway  (Vancouver),  March,  1916  —  8  tickets 

for  25  cents,  introduced  on  account  of  jitney  competition,  abolished. 
Duluth-Superior  Traction  Company  (Wisconsin),  April,  1916  —  6  tickets 

for  25  cents  abolished  in  Superior. 
Kingston,  Portsmouth  &  Cataraqui  Electric  Railway  (Canada),  June, 

1916  —  6  tickets  for  25  cents  abolished. 

Connecticut  Company  (Connecticut),  August,  1917  —  6  tickets  for  25 
f     cents  in  Waterbury  abolished  (injunction  dissolved). 
Kentucky  Traction  and  Terminal  Company   (Lexington,  Ky.),  July, 

1917  —  6  tickets  for  25  cents  abolished. 

Puget  Sound  Traction,  Light  and  Power  Company  (Washington),  Sep- 
tember, 1917  —  4-cent  tickets  withdrawn  in  Seattle  (injunction  dis- 
solved, confirmed). 

Portland  Railway,  Light  and  Power  Company  (Oregon),  October,  1917  — 
4§-cent  tickets  abolished;  children's  ticket  rate  increased  from  3 J  to 
4  cents. 


1918.] 


SENATE  —  No.  300. 


391 


Bridgeton  &  Millville   (New  Jersey),  November,  1917  —  6  tickets  for 

25  cents  abolished. 
Meridian  Light  and  Railway  Company  (Mississippi),  November,  1917  — 

24  tickets  for  $1  abolished;    school  ticket  rate  increased  from  2^  to 

3i  cents. 
Detroit  United  Railway  (Michigan),  December,  1917  —  7  tickets  for  25 

cents  on  certain  lines  abolished. 


1  (6).    Five-cent  City  and  Suburban  Fares  raised, 

Bridgeport  &  Danbury  Electric  Railway  Company  (Connecticut),  Octo- 
ber, 1915  —  increased  to  6  cents. 

Middlesex  &  Boston  Street  Railway  (Massachusetts),  November,  1914  — 
city  fares  increased  to  6  cents. 

Manchester  &  Derry  Street  Railway  (New  Hampshire),  October,  1916  — 
increased  to  8  cents. 

Manchester  &  Nashua  Street  Railway  Company  (New  Hampshire), 
October,  1916  —  increased  to  7  cents. 

Massachusetts  Northern  Street  Railway  Company  (Massachusetts), 
October,.  1916  —  increased  to  6  cents  on  lines  in  New  Hampshire,  loca- 
tion not  reported. 

The  Titusville  Traction  Company  (Pennsylvania),  December,  1916  — 
increased  to  6  cents. 

Bay  State  Street  Railway  Company  (Massachusetts),  July,  1917  —  5- 
cent  base  fare  increased  to  6  cents. 

Bay  State  Street  Railway  Company  (New  Hampshire),  July,  1917  — 
base  fare  raised  to  6  cents  on  lines  in  Nashua,  N.  H. 

New  Jersey  Rapid  Transit  Company  (Hoboken,  N.  J.),  July,  1917  — 
increased  to  6  cents. 

Eastern  Penn  Railways  (Pottsville),  August,  1917  —  increased  to  6  cents. 

Connecticut  Company  (Connecticut),  September,  1917  — base  fare  on 
all  lines  in  Connecticut  increased  to  6  cents. 

Rutland  Railway,  Light  and  Power  Company  (Vermont),  November, 
1917  —  increased  to  6  cents. 

Huntington  RaUroad  (Amityville,  L.  I.),  November,  1917  —  increased 

to  6  cents. 
Hornell  Traction  Company  (New  York),  November,  1917  —  increased 

to  6  cents. 
Hudson  River  &  Eastern  Traction  Company  (New  York),  November, 

1917  —  increased  to  7  cents  in  Ossining. 
Ithaca  Traction  Corporation  (New  York),  November,  1917  —  increased 

to  6  cents. 

Orange  County  Traction  Company  (New  York),  November,  1917  — in- 
creased to  6  cents. 

Northport  Traction  Company  (New  York),  November,  1917  —  increased 

to  6  cents. 


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392 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


'  !. 


SENATE  — No.  300. 


393 


Note.  —  The  six  New  York  railways  just  mentioned  were  allowed 
increases  following  a  decision  of  the  Appellate  Division  of  the  New  York 
Supreme  Court  that  the  commission  had  power  to  increase  fares  fixed 
by  franchise  or  legislation  (175  App.  Div.  869,  appealed  from  218  N.  Y. 
643). 

Lexington  Traction  and  Terminal  Company   (Kentucky),   December, 

1917  —  increased  to  6  cents. 
Bellows  Falls  &  Saxton's  River  Railroad  (Vermont),  November,  1917  — 

increased  to  6  cents. 

1  (c).     Fare  already  higher  than  Five  Cents  further  increased. 
Middlesex  &  Boston  Street  Railway  (Massachusetts),  August,  1917  — 
increases  on  some  lines  from  6  cents  to  7  and  8  cents. 

1  (d).    Transfers  abolished,  curtailed,  or  Charges  therefor  established, 

Middlesex  &  Boston  Street  Railway  (Massachusetts),  November,  1914  — 

1  cent  charge  on  certain  lines. 
Cleveland  Railway  Company   (Ohio),  August,   1914—1   qent  charge 

restored. 
United  Traction  Company  (Albany,  N.  Y.),  March,  1917  —  transfers 

to  interurban  cars  abolished. 
Middlesex  &  Boston  Street  Railway  (Massachusetts),  August,  1917  — 

transfer  regulations  further  modified,  including  in  some  cases  2  cents 

charge. 

1  (e).    Suburban  Zohes  created. 

The  Milwaukee  Railway  and  Light  Company  (Wisconsin),  January, 
1914  —  complete  system  of  suburban  2-cent  zones  ordered  by  Rail- 
road Commission;  ticket  concessions.  This  change  was  made  pri- 
marily to  eliminate  discrimination  rather  than  to  increase  revenue. 

Shore  Line  Electric  Railway  (Connecticut),  October,  1917  —  2-cent 
zones  established  around  Norwich. 

Fort  Smith  Light  and  Traction  Company  (Arkansas),  November,  1917  — 
extra  5-cent  zone  egtablished  on  suburban  line. 

Bridgeport  &  Danbury  Electric  Railway  Company  (Connecticut),  Octo-  . 
ber,  1915  —  6-cent  fare  zone  added  to  line  from  Bridgeport  to  Long 
Hill. 

2  (o).    Interurban  Five-cent  Zone  Rates  increased. 

New  Bedford  &  Onset  Railway  (Massachusetts),  September,  1915  — in- 
creased to  6  cents. 

Norfolk  &  Bristol  Railway  Company  (Massachusetts),  February,  1915  — 
increased  to  6  cents  at  Foxborough. 

Norfolk  &  Bristol  Railway  Company  (Massachusetts),  October,  1916  — 
increased  to  6  cents  in  Randolph. 


Norwood,  Canton  &  Sharon  Street  Railway   (Massachusetts),  April, 

1917  —  increased  to  7  cents. 
Bay  State  Street  Railway  Company  (Massachusetts),  October,  1916  — 

increased  to  6  cents  on  rural  lines. 
Massachusetts  Northeastern  Street  Railway  Company  (Massachusetts), 

October,  1916  —  increased  to  6  cents. 
Manchester  &  Derry  Street  Railway  (New  Hampshire),  October,  1916  — 

increased  to  8  cents  (see  also  1  (6)). 
Manchester  &   Nashua  Street  Railway  Company   (New  Hampshire), 

October,  1916  —  increased  to  7  cents  (see  also  1  (6)). 
Bay  State  Street  Railway  Company  (Massachusetts),  July,  1917  —  all 

zone  fares  increased  to  6  cents  (see  also  1  (6)). 
Milford  &  Uxbridge  Street  Railway  (Massachusetts),  August,  1917  — 

increased  to  6  cents. 
Middlesex  &  Boston  Street  Railway  (Massachusetts),  August,  1917  — 

increased  to  7  or  8  cents  on  certain  zones  (see  also  1  (c)). 
Northampton,  Easton  &  Washington  Traction  Company  (New  Jersey), 

July,  1917  —  1-cent  increase  in  zone  rate  between  Phillipsburg  and 

Port  Murray. 
New  York  &  North  Shore  Traction  Company  (Long  Island),  June,  1917 

—  certain  zone  fares  increased  to  6  cents. 

New  Bedford  &  Onset  Street  Railway  (Massachusetts),  September,  1917 

—  former  zone  fares,  5-cent  tickets  and  6  cents  cash  changed  to  straight 
6  cents  cash. 

Penn  Yan  &  Lake  Shore  Railway  (New  York),  September,  1917  —  in- 
creased to  6  cents. 

Chambersburg  &  Shippensburg  Railway  (Pennsylvania),  October,  1917  — 
increased  to  7  cents. 

Pittsburgh  &  Beaver  Street  Railway  (Pennsylvania),  October,  1917  — 
increased  to  7  cents. 

Huntington  Railroad  (New  York),  November,  1917  —  increased  to  6 

cents  (see  also  1  (6)). 

Hornell  Traction  Company  (New  York),  November,  1917  —  increased 
to  6  cents  (see  also  1  (6)). 

Ithaca  Traction  Corporation  (New  York),  November,  1917  —  increased 
to  6  cents  (see  also  1  (6)). 

Orange  County  Traction  Company  (New  York),  November,  1917  — in- 
creased to  6  cents  (see  also  1  (6)). 

Bellows  Falls  &  Saxtons  River  Railroad  (Vermont),  November,  1917  — 
increased  to  6  cents  (see  also  1  (6)). 

2  (6).    Interurban  Mileage,  Commutation  and  General  Tariff  Increases. 
Los  Angeles  Railway  (California),  April,  1915  —  increased  to  Eagle  Rock. 
San  Diego  &  Southern  Railway  (California),  January,  1916  — general 
increase  in  freight  and  passenger  rates. 


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[Feb. 


1918.] 


SENATE  —  No.  300. 


395 


San  Francisco,  Napa  &  Calistoga  Railway  (California),  May,  1917  — 

increase  in  monthly  commutation  rate. 
Idaho  Traction  Company  (Boise,  Idaho),  August,  1915  —  increase  in 

mileage  rates. 
Fort  Wayne  &  North  Indiana  Traction  Company  (Indiana),  October, 

1915  —  mileage  rates  increased  to  2  cents. 
Indianapolis,  Columbus  &  Southern  Traction  Company  (Indiana),  No- 
vember, 1915  —  mileage  rate  increased  from  IJ  to  2  cents. 
Gary  &  Interurban  Railroad  (Indiana),  July,  1916  —  IJ  cents  per  mile 

tickets  abolished. 
Atlantic  Shore  Electric  Railway  (Maine),  January,  1915  —  new  passenger 
tariff  cancelling  all  reduced  rates  and  making  certain  other  increases. 
Cumberland  &  Westemport  Electric  Railway  (Maryland),  February, 

1915  —  increase  in  script  rates  from  $4  to  $4.50  per  100. 
Illinois  Traction  System  (Maine),  December,  1916  —  increase  in  fare  be- 
tween St.  Louis  and  Granite  City. 
Burlington  Coimty  Transit  Company  (New  Jersey),  November,  1916  — 

increase  in  certain  interurban  rates. 
Hudson  Valley  Railway  (New  York),  January,   1915  — general  tariff 

increases. 
International  Railway   (Buffalo,  N.  Y.),  August,   1914  —  increases  to 

suburban  points. 
New  York  State  Railways  (Syracuse,  N.  Y.),  November,  1914  —  general 

tariff  increases. 
Buffalo  &  Lake  Erie  Traction  Company  (New  York),  January,  1915  — 

one-way  tariff  increases. 
Fonda,  Johnstown  &  Gloversville  Railway  (New  York),  February,  1915 

—  general  advances  in  fares.    . 
International  Railway  (Buffalo,  N.  Y.),  February,  1915  — mcrease  in 

interurban  rate  to  Lockport. 
Newark  &  Marion  Railway  (New  Jersey),  February,  1915  —  general  in- 
crease in  cash  and  ticket  fares. 
New  York  State  Railways  (Oneida,  N.  Y.),  April,  1915  — general  tariff 

increases. 
Orange  County  Traction  Company  (New  York),  April,  1915  — single 

fare  increase. 
New  York  State  Railways  (Rochester,  N.  Y.),  October,  1914  —  increase 

in  suburban  fares. 
Mahoning  &   Shenango   Railway   and   Light   Company   (Youngstown, 

Ohio),  December,  1914  —  general  increase  in  fares. 
United  Railways  (Portland,  Ore.),  October,  1914  —  increased  fares  to 

Linten. 
Trenton,  Bristol  &  Philadelphia  Street  Railway  Company   (Pennsyl- 
vania), January,  1917  —  interurban  ticket  increases. 
Barre  &  Montpelier  Traction  Company  (Vermont),  December,  1914  — 
interurban  increases. 


Puget  Sound  Electric  Railway  (Washington),  May,  1914  —  increases  in 

rate  between  Seattle  and  Tacoma. 
Waupaca  Electric  Light  and  Railway  Company  (Wisconsin),  March,  1916 

—  ticket  rate  increase. 
Tacoma  Railway  and  Power  Company  (Washington),  June,  1916  —  in- 
crease to  American  Lake. 
Chicago  &  Milwaukee  Electric  Lines   (Wisconsin),  February,   1916  — 

rates  increased  to  approximate  2  cents  per  mile. 
Philadelphia  &  Western  Railway  (Pennsylvania),  July,  1917  —  general 

tariff  increases. 
Bay  State  Street  Railway  (New  Hampshire),  July,  1917  —  increase'^in 

fares  on  lines  in  New  Hampshire,  as  high  as  4^  cents  per  mile  in  one 

case. 
Chicago  &  Joliet  (Illinois),  June,  1917  —  mileage  rate  increased  from 

1.34  to  1.87  cents. 
Ciunberland    Railway    (Carlisle,    Pa.),    July,    1917  —  restricted    tariff 

increases. 
Western  Ohio  Railway  (Lima),  August,  1917  —  increased  from  2  to  2} 

cents  per  mile. 
Shore  Line  Electric  Railway  (Connecticut),  October,  1917  —  copper  zone 

fare  increased  from  2  to  3  cents. 
Petaluma  &  Santa  Rosa  Railway  (California),  October,  1917  —  general 

increase  in  ticket  and  script  rates. 
Cleveland,  Southwestern  &  Columbus  (Ohio),  October,  1917  —  increased 

to  2^  cents  per  mile. 
Northern   Ohio   Traction   Company    (Ohio),   October,    1917  —  mileage 

rate  increased  to  2  cents. 
Stark  Electric  Railway  (Alliance,  Ohio),  October,  1917  —  mileage  rate 

increased;  round-trip  reduction  discontinued. 
Texas  Electric  Company  (Texas),  November,  1917  —  increase  amounting 

to  about  J  cent  per  mile  in  connection  with  war  tax;   even  fares,  in- 
cluding war  tax,  charged. 
Northern  Texas   Traction   Company    (Texas),   November,    1917  —  odd 

cents  in  connection  with  cash  fares  and  war  tax  paid  on  cars  retained 

by  company;  no  other  increases. 
Augusta-Aiken  Railway  and  Electric  Company  (South  Carolina),  No- 
vember, 1917  —  mileage  rates  increased  to  2  cents  (court  overruled 

Railroad  Commission). 

2  (c).    Increase  in  Number  of  Interurban  Zones  without  Change  in  Zone 

Rate. 

Ware  &  Brookiield  Street  Railway  (Massachusetts),  March,  1917  —  addi- 
tional zone  between  Ware  and  Gilbertville. 

New  Jersey  &  Pennsylvania  Traction  Company  (New  Jersey),  June, 
1916  —  three  instead  of  two  zones  between  Princeton  and  Trenton. 


in 


i\ 


H 


!     I, 


I 


!i 


i; 


In' 


396 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


New  Jersey  &  Pennsylvania  Traction  Company  (New  Jersey),  October, 

1916  —  four  zones  instead  of  three  between  Trenton  and  Philadelphia. 
Geneva,  Seneca  Falls  &  Auburn  (New  York),  April,  1917  —  one  added 

zone  between  Geneva  and  Waterloo. 
Parkersburg-Marietta  Interurban  Railway  (West  Virginia),  July,  1914  — 

four  zones  instead  of  two  between  terminals. 
Port  Arthur  &  Fort  William  Civic  Railways  (Ontario),  July,  1917  —  two 

zones  between  cities  instead  of  one. 
Lewiston,  Augusta  &  Waterville  Railway  (Maine),  July,  1917  —  increase 

in  number  of  5-cent  zones. 
Danbury  &  Bethel  Street   Railway   (Connecticut),   June,   1917  —  two 

zones  between  terminals  instead  of  one. 
New  York  &  North  Shore  Traction  Company  (Nassau  County,  L.  I.), 

June,  1917  —  number  of  zones  increased  (see  also  2  (a)). 

2  (d).    Fare  Higher  than  Five  Cents  raised. 

Blue  Hill  Street  Railway  (Massachusetts),  July,  1915  —  increased  from 

6  to  8  cents  (7  tickets  for  50  cents). 
Worcester  &  Warren  Street  Railway   (Massachusetts),  April,   1917  — 

increased  from  6  to  7  cents. 
Middlesex  &  Boston  Street  Railway  (Massachusetts)^  August,  1917  — 

increased  on  some  lines  from  6  cents  to  7  or  8  cents. 

2  (e).    Copper  Zones  established.^ 

Groton  &  Stonington  Street  Railway  Company  (Connecticut),  March, 

1917  —  copper  zone  system  substituted  for  longer  5-cent  zones. 
Union  Traction  Company  (Indiana),  April,  1916  —  2-cent  copper  zones 

substituted  for  excessively  low  and  discriminatory  schedules. 

Concord,  Maynard  &  Hudson  Street  Railway  Company  (Massachusetts), 
April,  1917  —  2-cent  copper  zones  (three-zone  minimum  fare  instead 
of  6-cent  zones,  3  to  4  miles  in  length,  new  zones  approximately  one 
mile). 

Ware  &  Brookfield  Street  Railway  (Massachusetts),  March,  1917  —  sup- 
plementary short  zones  established  in  connection  with  7-cent  minimum 
fare  (two  zones  10  cents). 

Boston  &  Worcester  Street  Railway  (Massachusetts),  September,  1917  — 
6-cent  zones  replaced  by  2-cent  one-mile  zones. 

Chicago,  North  Shore  &  Milwaukee  Railroad  (Illinois),  September,  1917 
—  one  mile  2-cent  zones  replace  5-cent  zones. 

1  These  fare  schedules  differ  from  mileage  rates  in  that  the  zones  are  usually  at  a  2-cent  rate, 
departing  more  or  less  from  a  normal  length  of  one  mile. 


1918.] 


SENATE  —  No.  300. 


397 


Appendix   G. 


STREET   RAILWAY   CONDITIONS  IN  FOREIGN  COUNTRIES. 

Great  Britain. 

General  Laws. 
^  The  general  legislation  relating  to  tramways  and  light  rail- 
ways is  contained  in  the  tramways  act  of  1870  and  the  light 
railways  acts  of  1896  and  1912. 

Under  the  tramways  act  the  Board  of  Trade  is  empowered 
to  grant  provisional  orders  for  tramways,  and  all  such  orders 
require  the  confirmation  of  Parliament.  The  consent  of  the 
local  authority  is  a  necessary  condition  to  the  granting  of  any 
order;  but  in  cases  where  the  proposed  lines  run  in  two  or  more 
districts,  the  Board  of  Trade  may  dispense  with  the  consent  of 
any  local  authority  which  has  the  control  of  not  more  than 
one-third  of  the  line  of  route,  if  the  other  local  authorities 
approve.  No  provisional  order  can  be  granted  for  any  line  on 
which,  for  a  distance  of  30  feet  and  upwards,  the  space  be- 
tween the  footpath  and  the  rail  is  less  than  9  feet  6  inches,  if 
one-third  of  the  frontagers  object.  The  use  of  mechanical  power 
for  the  working  of  the  tramways  is  usually  authorized  by  special 
clauses  in  the  orders,  and  in  these  cases  special  provisions  are 
also  included  in  regard  to  the  use  of  electrical  power.  Powers 
are  given  to  local  authorities  to  lease  tramways  constructed  by 
them,  and  for  the  purchase  of  tramways  constructed  by  com- 
panies, "upon  terms  of  paying  the  then  value  (exclusive  of  any 
allowance  for  past  or  future  profits  of  the  undertaking,  or  any 
compensation  for  compulsory  sale,  or  other  consideration  what- 
soever) of  the  tramway,  and  all  lands,  buildings,  works,  mate- 
rials and  plant  of  the  promoters  suitable  to  and  used  by  them 
for  the  purposes  of  their  undertaking." 

Under  the  light  railways  act  a  commission  was  established 
under  the  title  of  Light  Railway  Commissioners,  for  the  pur- 
pose of  considering  and  maturing  proposals  for  the  construction 
of  light  railways,  and  this  act  has  been  utilized  in  many  instances 


f'S     I 


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I    li 


-  t 


1 


N 


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t  ; 


f 


f' 


398 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


for  interurban  systems.  The  commissioners  have  the  power  to 
grant  provisional  orders  under  the  act,  but  such  orders  require 
the  sanction  of  the  Board  of  Trade.  Local  authorities  have  no 
compulsory  powers  for  the  purchase  of  light  railways,  but  the 
commissioners  are  empowered  to  give  such  rights  to  any  local 
authority.  Unlike  the  tramways  act  the  light  railways  act  does 
not  give  local  authorities  the  power  of  vetoing  an  application 
by  withholding  their  consent,  though  the  promoters  of  any 
scheme  must  satisfy  the  commissioners  that  they  have  taken 
all  reasonable  steps  to  consult  the  local  authorities  and  frontagers. 

Growth  of  Tramways. 

From  1878  to  1913  the  route  length  of  tramways  and  light 
railways  and  public  roads  open  for  traffic  in  the  United  King- 
dom had  increased  from  269  miles  to  2,662  miles;  the  capital 
expenditure  from  £4,207,350  to  £79,359,758;  the  number  of 
passengers  carried  from  146,000,000  to  3,220,000,000;  and  the 
net  receipts  from  £230,156  to  £5,588,121. 

The  number  of  passengers  carried  in  the  year  1912  to  1913  is 
equal  to  about  seventy-one  times  the  estimated  population  of  the 
United  Kingdom. 

Municipal  Ownership, 
Of  the  total  of  1,818  miles  of  line  owned  by  local  authorities, 
1,617  miles  are  worked  by  those  authorities  themselves,  or,  in 
a  few  cases,  by  other  local  authorities  leasing  from  them,  and 
the  remaining  201  miles  by  leasing  companies.  Thirteen  miles 
of  trackless  trolley  are  worked  by  the  owning  local  authorities. 
Of  the  286  undertakings,  171  belong  to  local  authorities  and  115 
to  companies  or  other  parties.  The  net  receipts  of  local  authori- 
ties who  work  tramway  undertakings  belonging  to  them,  or 
leased  from  local  authorities,  amounted  to  £4,095,957  on  the 
year's  traffic,  and  they  applied  £1,299,350  towards  the  reduction 
of  tramway  debt  and  £544,478  to  the  relief  of  taxation,  while 
carrying  £746,749  to  reserve  and  renewal  funds. 

In  the  case  of  four  local  authorities  and  seven  companies, 
the  returns  for  tramways  show  an  excess  of  working  expendi- 
tures over  gross  receipts.  Two  trackless  trolley  systems  also 
show  a  deficiency.  In  twenty-five  cases  it  was  necessary  to 
seek  aid  from  rates  to  meet  some  part  of  the  charges  for  the 
year  (including  interest  and  redemption  of  tramway  debt). 
The  total  amount  thus  obtained  was  £64,988,  as  compared  with 
£62,132  in  the  previous  year. 


1918.] 


SENATE  —  No.  300. 


399 


The  following  statistics  are  abstracted  from  the  returns  of  the 
Board  of  Trade.  The  figures  relating  to  local  authorities  are 
in  respect  to  the  year  ending  March  31,  1913,  and  those  re- 
relating  to  companies  in  respect  to  the  year  ending  Dec.  31, 
1912:  — 

England  and  Wales. 


Local 
Authorities. 

Companies. 

Total  capital  Expenditure, 

£46,524,024 

£19,728,270 

Length  of  line  open  for  public  trafl&c, 

1,575 

606 

Double-line  miles. 

1,063 

301 

Single-line  miles 

512 

305 

Total  receipts,     .... 

£9,511,100 

£2,908,860 

Total  expenditure. 

£6,075,994 

£1,856,877 

Net  receipts,       .... 

£3,435,106 

£1,051,983 

Number  of  passengers  conveyed. 

2.095,673,579 

503,368,326 

Number  of  miles  run  by  cars,    . 

210,958,199 

65.687.912 

Bradford  carries  on  a  municipal  express  and  delivery  service 
for  the  transportation  of  packages.  Delivery  stamps  are  sold 
to  be  affixed  to  parcels  in  the  same  way  as  postage  stamps. 
Motor  vans  collect  the  parcels  from  outlying  stations  and  bring 
them  to  the  center  of  the  city.  At  the  terminals  of  each  tram- 
way route  a  uniformed  agent  collects  and  delivers  the  parcels. 
The  parcels  are  dispatched  from  the  central  offices  in  bags  and 
bundles,  and  are  placed  in  the  vestibule  behind  the  motorman. 
The  packages  are  then  delivered  at  the  various  sub-stations, 
of  which  there  are  twenty  or  thirty,  for  distribution  throughout 
the  city.  The  rates  of  charges  for  carriage  in  1910  were  as 
follows:  for  packages  up  to  7  pounds,  4  cents;  from  7  to  14 
pounds,  6  cents;  from  14  to  28  pounds,  8  cents;  and  from 
28  to  56  pounds,  10  cents.  The  entire  investment  in  the  par- 
cels delivery  system  was  but  $17,033,  including  the  cost  of  5 
motor  vans,  while  the  working  force  consisted  of  52  boys,  who 
attended  to  the  collection  and  delivery  of  parcels,  and  16  men, 
including  the  clerks,  motor  drivers  and  inspectors.  The  total 
cost  of  the  service  in  1910  was  $31,284,  and  the  receipts  were 
$39,757.     During  the  year  1910,  675,719  parcels  were  carried. 

The  introduction  of  the  tramway  express  has  enabled  many 
shopkeepers  to  dispense  with  errand  boys  and  delivery  service, 
as  they  secure  a  cheaper  and   much  quicker  delivery  by  this 


1   ^ 


ii 


t  '' 


I 


I 


400 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


401 


1  i 


n 


process.  The  congestion  on  the  streets  is  reduced,  as  is  also 
the  unnecessary  waste  involved  in  countless  delivery  wagons 
traversing  the  same  routes. 

Glasgow. 

Municipal  operation  of  street  railways  in  Great  Britain  began 
with  the  experiment  of  the  city  of  Glasgow  in  1894.  The  total 
amount  of  the  capital  expended  on  the  tramways  of  Glasgow 
on  June  1,  1913,  stood  at  £3,694,143.  The  gross  revenue  for 
the  year  ending  May  31,  1913,  amounted  to  £1,070,175,  of 
which  £1,007,653  was  for  traffic  receipts  (representing  an  average 
receipt  of  10.364  i)ence  per  car-mile),  and  £62,522  for  rents, 
interest,  etc.  The  total  traffic  expenses  amounted  to  £305,400, 
or  an  average  of  3.141  pence  per  car-mile;  general  expenses, 
£122,812,  or  an  average  of  1.263  pence  per  car-mile;  repairs, 
£42,988,  or  1.471  pence  per  car-mile;  power  expenses,  £48,147, 
or  .495  pence  per  car-mile.  The  total  of  the  general  expenses, 
repairs,  maintenance  and  power  cost  was  equivalent  to  6.370 
pence  per  car-mile. 

The  zone  system  prevails  in  Glasgow,  as  it  does  all  over  Great 
Britain  on  both  the  public  and  private  lines.  One  serious  de- 
fect of  this  system,  in  Glasgow  in  particular,  is  the  concentra- 
tion of  the  working  classes  within  a  very  limited  area  in  the 
center  of  the  city.  The  average  rate  of  fare  in  1913  was  .776 
pence  per  passenger.  During  the  year  62  per  cent,  of  the 
passengers  paid  §  pence,  and  28  per  cent,  paid  1  pence. 

The  financial  results  for  1913  were  very  satisfactory.  The 
gross  balance,  after  deducting  the  working  expenses  and  de- 
preciation, amounted  to  £235,071.  From  this  balance  there  was 
deducted  £202,068  for  rental  of  leased  lines,  interest  on  capital, 
sinking  fund,  income  tax  and  parliamentary  expenses,  leaving  a 
balance  of  £33,003,  which  was  paid  to  the  common  good,  a  fund 
used  for  general  municipal  purposes.  (For  additional  informa- 
tion on  Glasgow  see  accompanying  tables.) 

London. 

Greater  London,  which  comprises  practically  all  the  districts 
within  a  radius  of  15  miles  of  Charing  Cross,  has  an  area  of 
692  square  miles  and  a  population  of  7,250,000.  It  is  governed 
by  no  less  than  172  local  authorities.  Within  the  administra- 
tive county  of  London  there  are  (1)  the  London  County  Council, 


(2)  the  corporations  of  the  cities  of  London  and  Westminster, 

(3)  27  municipal  borough  councils. 

Outside  the  administrative  counties  are  five  county  councils, 
eight  municipal  borough  councils,  sixty  urban  district  councils, 
fourteen  district  councils  and  fifty-five  parish  councils. 

There  is  no  central  authority,  other  than  Parliament  itself, 
supervising  the  provision  of  means  of  locomotion  in  London 
and  its  neighborhood.  In  August,  1907,  the  government  estab- 
lished a  London  traffic  branch  of  the  Board  of  Trade,  to  con- 
sider new  schemes  of  locomotion  and  report  annually  on  the 
whole  subject  of  London  traffic. 

The  railway  lines,  including  in  this  rapid  transit  lines  (local 
railways),  are  owned  and  managed  by  joint  stock  companies 
under  powers  conferred  by  numerous  private  acts  of  Parliament, 
numbering,  in  the  case  of  some  of  the  older  companies,  as  many 
as  100  each,  though  many  of  them  do  not  directly  affect  London. 
The  general  regulation  of  railways  is  provided  for  by  various 
public  acts  which  are  administered  by  the  Board  of  Trade. 
A  special  tribunal,  called  the  Railway  and  Canal  Commission, 
adjudicates  on  complaint  as  to  rates  and  charges,  facilities, 
through  traffic,  undue  preference  and  certain  other  matters, 
whether  arising  between  the  public  and  railway  companies,  or 
between  railway  companies  themselves.  Local  authorities  have 
the  right  to  make  complaints  to  this  tribunal  on  any  matter 
in  which  the  latter  has  jurisdiction  without  proof  that  they  are 
aggrieved  by  the  matter  complained  of.  The  system  is  common 
to  the  whole  United  Kingdom. 

The  tramways  (electric  street  railways)  within  the  county  of 
London  are  almost  entirely  owned  and  worked  by  the  London 
County  Council.  Portions  of  the  system  have  been  constructed 
by  the  council  under  special  acts  of  Parliament,  but  the  greater 
part  has  been  purchased  from  tramway  companies,  by  the  agree- 
ment or  arbitration  under  the  general  powers  of  the  tramway 
act  in  1870,  being  afterwards  reconstructed  by  the  council  and 
changed  from  horse  to  electric  traction.  With  regard  to  the 
construction  of  new  tramways,  the  council  and  local  authorities 
have  the  right  under  certain  conditions  of  vetoing  any  new 
tramways  within  their  areas.  In  extra-London,  several  local 
authorities  and  a  few  companies  own  and  work  tramways.  One 
of  the  local  authorities,  the  Middlesex  County  Council,  has 
leased  its  tramways  to  a  private  company. 

Transit  Facilities.  —  In  1913  the  mileage  of  tramways  and 
local  railwavs  was  as  follows:  — 


1   ■< 

¥ 
)         1 


rt' 


.4 


iki..    ') 


\\ 


402 


REPORT  ON  STREET  RAILWAYS. 


Tramways  (street  railways), 
Local  railways  (rapid  transit  lines), 


[Feb. 

Miles  of 
Single  track. 

.       653 
.      408 


1918.] 


SENATE  — No.  300. 


403 


Total, 1»061 

Development  of  Tramway  System  retarded.  —  The  full  develop- 
ment of  the  tramway  system  has  been  much  retarded  owing  to 
local  causes  and  influence.     These  are  briefly:  — 

(a)  The  London  County  Council,  which  is  the  tramway 
authority  within  the  administrative  county  area,  has  been  pre- 
vented from  carrying  out  large  extensions  of  its  system  owing 
to  many  of  the  Metropolitan  boroughs  within  the  area  exer- 
cising their  power  of  veto  to  the  promotion  of  bills  in  Parliament. 

(6)  The  Corporation  of  the  City  of  London  has  also  opposed 
the  introduction  of  tramway  lines  within  its  area  on  the  ground 
that  its  streets  are  too  narrow  or  too  congested  with  the  exist- 
ing traffic.  Such  a  condition  of  things  has  been  very  favorable 
to  the  development  of  other  facilities  of  transit  which  could 
furnish  through  service.  At  present  this  class  of  traffic  is 
handled  principally  by  the  motor  omnibus,  although  there  are 
also  a  considerable  number  of  motor  and  horse  cabs. 

From  the  financial  aspect  tramways  are  also  at  a  disadvantage 
as  compared  with  the  motor  omnibuses.  In  the  first  place, 
heavy  expenditures  must  be  incurred  on  track  construction; 
secondly,  the  tramway  portion  of  the  street  must  be  repaired 
and  maintained;  and  thirdly,  large  sums  must  be  paid  for  local 
taxes  for  rails  laid  in  the  street. 

Passenger  Traffic  in  Greater  London. 


Year. 


Railway 

(lyocal 

Companies 

only). 


Tramways. 


Omnibus 

Lines 
(Principal 
Com- 
panies only). 


Total. 


1903. 
1912, 
1913, 
1914. 


290,722.680 
436,492,548 
462,019,537 


394,356,531 
797,487,581 
811,397,317 
846,000,673 


287,386,471 
492,858,934 
733,931,201 
756.591,847 


972,465,682 
1,726,839,063 
2,007,348,055 


During  the  same  period  the  annual  number  of  journeys  per 
head  of  population  has  increased  from  144.9  in  1903  to  235.8 
in  1912  and  271.5  in  1913. 

Rapid  Transit  Lines  {Local  Railways). —  The  first  railways 
constructed  in  London  were  devoted  to  purely  local  purposes 
and  metropolitan  district  lines.  These  lines  w^ere  originally  laid 
so  as  to  form  an  "inner  circle,"  with  the  object  of  connecting 
the  cities  of  the  various  main  line  railways,  which  have  been 
kept  out  of  a  certain  circumscribed  area  of  the  metropolis. 
The  "inner  circle"  railway  system  was  in  fact  recommended  by 
a  select  committee  of  the  House  of  Lords  in  the  year  1863,  and 
was  constructed  shortly  after  that  date.  It  is  laid  partly  on 
the  "shallow  subway"  system  and  partly  in  open  cut,  and  is 
owned  and  worked  by  the  Metropolitan  Railway  Company  and 
the  Metropolitan  District  Railway  Company.  In  the  "inner 
cirde,"  railway  branches  have  been  extended  from  time  to  time 
to  the  suburban  districts.  The  "inner  circle"  railway  was 
operated  by  steam  until  about  ten  years  ago,  when  electric 
traction  was  adopted.  This  permitted  the  introduction  of  mod- 
ern rolling  stock,  and  greatly  accelerated  services  which  have 
vastly  improved  the  position  of  the  railway  and  London  rtipid 
transit  system. 

After  the  construction  of  the  "inner  circle"  railway  many 
years  elapsed  before  any  further  local  railway  lines  were  laid. 
The  next  move  in  the  provision  of  rapid  transit  lines  was  the 
construction  of  a  deep  level  "tube,"  known  as  the  City  &  South 
London  Railway.  The  first  portion  of  this  was  open  for  traffic 
in  the  year  1890.  This  railway  caters  to  the  flow  of  traffic  be- 
tween the  central  and  southern  portions  of  London. 

The  Central  London  Railway,  also  constructed  on  the  "tube" 
system,  was  opened  in  1900.  This  line  was  laid  to  meet  the 
great  traffic  flowing  eastward  and  westward,  subsequently  fol- 
lowed by  the  construction  of  a  number  of  other  tubes. 

Return  on  Capital  expended  on  Electric  Rapid  Transit  Lines.  — 
From  a  financial  standpoint  the  operation  of  rapid  transit  lines 
in  London  has  been  very  unsatisfactory.  The  following  show^s 
the  capital  expended  and  dividend  paid  on  the  ordinary  stock 
for  the  year  1912:  — 


i  * 


404 


REPORT  ON  STREET  RAILWAYS. 


[Feb, 


*  I 


■',  t' 


Capital 
Expended. 

Dividend  on 

Ordinary 

Stock  for  1912 

(Per  Cent.). 

Central  London, 

£4,323,338 

2» 

City  ft  South  London, 

3,161,126 

H 

Great  Northern  «&  City, 

2,401,290 

Nil. 

London  Electric, 

16,722,750 

1 

Metropolitan 

15,560,129 

IN 

Metropolitan  district, 

12,648,374 

Nil. 

»  Deferred  stock. 

Liverpool. 

Liverpool  contains  a  population  of  about  800,000;  its  mu- 
nicipal boundaries  comprise  less  than  24  square  miles,  —  a 
striking  contrast  to  the  extended  area  so  characteristic  of  Ameri- 
can cities.  Across  the  Mersey,  and  directly  opposite  Liverpool, 
lies  Birkenhead,  a  famous  shipbuilding  city  of  more  than  120,000 
inhabitants,  with  which  Liverpool  is  connected  both  by  river 
ferries  and  by  an  electric  railway  tunnel. 

Liverpool  is  pre-eminently  a  commercial  city,  the  value  of 
her  export  trade  alone  for  the  year  ending  July  1,  1909,  having 
been  $726,000,000.  A  magnificent  landing  stage,  nearly  half  a 
mile  long  and  80  feet  wide,  connected  with  the  shore  by  means 
of  nine  bridges,  affords  perfect  facility  for  the  enormous  trans- 
atlantic traffic  of  the  port.  It  is  here  that  the  huge  ocean  liners, 
as  well  as  most  of  the  numerous  passenger  steamers  plying  on 
the  Mersey,  dock.  This  section  of  Liverpool  is  known  as  the 
Pier  Head,  and  constitutes  the  traffic  center  of  the  city. 

Within  a  radius  of  a  mile  of  the  Pier  Head  are  located  all  of 
the  great  trunk  line  railway  termini,  public  buildings,  large 
commercial  houses  and  leading  hotels.  This  small,  and  there- 
fore extremely  congested,  business  center  has  presented  a  traffic 
problem  of  peculiar  difficulty  for  the  Liverpool  transit  lines. 
Here,  within  a  most  restricted  area,  intersected  by  a  maze  of 
the  most  irregular  streets,  many  of  which  are  narrow,  the  ma- 
jority of  the  city  lines  converge  in  order  to  carry  their  passengers 
to  and  from  the  business  center.  Nearly  the  entire  railway 
system  radiates  from  a  given  point,  —  the  Pier  Head.  These 
radial  routes  are  intersected  by  some  five  cross-town  lines  which 


1918.] 


SENATE  —  No.  300. 


405 


link  the  radial  lines  at  the  principal  traffic  points  and  afford 
access  from  north  to  south  at  varying  distances  from  the  center 
of  the  city.  Although  the  congestion  that  naturally  results  from 
such  a  condition  at  the  Pier  Head  must  be  most  severe,  it  has 
been  greatly  obviated  by  the  operation  of  through  lines,  thereby 
eliminating  the  transfer  of  passengers  in  this  district.  In  the 
application  of  this  system  of  internal  transportation,  local  char- 
acteristics must  be  considered.  While  the  American  finds  little 
objection  to  changing  cars  in  order  to  reach  his  destination 
more  expeditiously,  the  Briton,  like  other  Europeans,  is  willing 
to  wait  for  the  car  which  will  carry  him  through  without  changing, 
thus  balancing  comfort  against  speed.  Some  idea  of  the  traffic 
problem  that  Liverpool  has  solved  can  be  gained  from  the  fact 
that  of  a  total  of  9,045  cars  running  in  and  out  of  the  city  per 
day  in  the  busy  season  of  1914,  6,946,  or  more  than  76  per  cent., 
arrived  and  left  the  Pier  Head. 

Electric  street  railways,  or,  as  they  are  known  in  England, 
the  tramways,  are  owned  by  the  Liverpool  Municipal  Corpo- 
ration, which  took  over  the  Liverpool  United  Tramways  & 
Omnibus  Company  in  1897,  when  the  lines  comprised  about  67 
miles  of  single  track  and  were  operated  by  horse  traction.  The 
lines  were  at  once  equipped  for  the  overhead  system  of  electric 
traction,  the  first  section  being  opened  for  service  in  November, 
1898,  and  during  the  following  three  years  the  main  bulk  of  the 
present  system  of  tramways  was  completed.  The  total  length 
of  track  operated  in  1911  was  123  miles,  consisting  of  both  double 
and  single  track  routes,  the  last  of  which  was  completed  in  1903. 

The  cars  were  of  one  uniform  type  until  1908,  when  an  ex- 
periment was  made  with  what  are  termed  "first-class'*  cars, 
which  showed  the  advisability  of  reserving  only  the  inside  of 
the  cars  for  first-class  passengers,  the  upper  deck  being  utilized 
for  passengers  at  the  usual  prices.  It  is  understood  that  this 
system  has  become  so  satisfactory  that  applications  have  been 
received  for  its  extension  to  all  lines. 

The  capital  that  has  been  expended  on  the  Liverpool  Electric 
tramways  to  the  31st  of  December,  1910,  was  $9,932,655,  and 
the  total  revenue  for  the  year  was  $2,977,765.  The  net  profit, 
after  having  provided  for  interest  and  sinking  fund,  was  $491,330. 
The  car-mile  earnings  for  1910  amounted  to  22.84  cents,  and  the 
total  charges  to  20.264  cents  per  car  mile.  The  average  fare  per 
passenger  was   2.212   cents,   and   the  average  length   of  the  2- 


406 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  — No.  300. 


407 


cent  stage  was  about  2^  miles.  Since  the  inauguration  of  the 
undertaking  by  the  Liverpool  City  Corporation  on  Dec.  31,  1910, 
the  sum  of  $2,841,115  has  been  transferred  to  the  reserve,  re- 
newal and  depreciation  accounts  in  addition  to  the  provision 
for  interest  and  sinking  fund,  and  the  sum  of  $1,338,630  has 
been  transferred  to  the  city  treasury. 

In  1897,  the  last  year  of  complete  horse  traction,  the  maxi- 
mum number  of  passengers  was  3,700,000  as  against  9,600,000, 
the  maximum  number  of  passengers  carried  in  1901,  the  first 
year  of  complete  electric  traction  in  Liverpool,  while  the  maxi- 
mum number  carried  in  1910  was  11,300,000. 

In  addition  to  the  surface  lines  there  is  an  elevated  electric 
railway  which  skirts  the  bank  of  the  Mersey,  furnishing  a  con- 
venient means  of  traversing  the  dock  district. 

A  number  of  surface  lines  radiating  from  the  Pier  Head  have 
their  termini  with  lines  extending  into  the  country  about  Liver- 
pool. These  suburban  lines  furnish  excellent  means  of  communi- 
cating with  the  outlying  districts  of  the  city  and  near-by  towns. 
The  fares  charged  on  all  of  these  suburban  routes  are  low;  for 
instance,  the  total  fare  from  the  Pier  Head  to  Garston  and  re- 
turn, a  ride  of  23f  miles,  occupying  about  two  and  one-half 
hours,  is  22  cents;  the  fare  from  the  Pier  Head  to  West  Derby 
and  return,  a  ride  of  9  miles,  and  occupying  about  one  and  one- 
fourth  hours,  is  8  cents;  and  the  fare  from  Liverpool  to  St. 
Helen's,  a  ride  of  17j  miles,  is  24  cents. 

The  outer  circular  belt  route,  circumscribing  the  city,  traverses 
a  distance  of  8  miles,  upon  which  a  fare  of  8  cents  is  collected. 
This  route  carries  one  through  representative  sections  of  the 
whole  city,  thus  affording  a  general  view  of  the  city  and  some  of 
its  suburbs,  returning  the  passenger  to  the  starting  point.  (For 
additional  information  on  Liverpool,  see  accompanying  tables.) 


At  the  various  termini  and  busy  centers  the  "queue"  system 
has  been  adopted  and  is  brought  into  use  whenever  there  is 
a  rush  of  passengers.  The  regulations  made  by  the  authorities 
against  standing  or  overcrowding  do  not  to  any  serious  extent 
delay  the  movement  of  crowds  in  rush  hours.  As  a  general 
rule,  the  Manchester  corporation  tramways  are  able  to  satis- 
factorily cope  with  the  traffic  by  providing  extra  cars  at  rush 
hours. 

The  cars  commence  running  about  5  o'clock  in  the  morning, 
and  up  to  7  o'clock  tickets  are  sold  at  workpeople's  rates,  when 
passengers  can  buy  a  ticket  for  a  single  trip,  or  one  for  return 
which  is  good  any  time  during  the  day  of  issue.  The  rates  are 
as  follows:  the  ordinary  3  and  4  cent  fares  are  reduced  to  2 
cents;  5  and  6  cent  fares  to  3  cents;  and  7  and  8  cent  fares  to 
4  cents. 

In  the  borough  of  Salford,  which  adjoins  this  city,  the  regu- 
lations provide  that  women  in  receipt  of  not  more  than  $3.65 
per  week  may  travel  at  workpeople's  rates  up  to  9  o'clock  a.m., 
and  may  purchase  return  tickets  at  cheap  rates  at  any  hour  of 
the  day.  Children  under  three  years  of  age  not  occupying  a 
seat  are  carried  free,  and  those  over  three  and  under  seven  pay 
half  fare.  Children  up  to  fifteen  years  of  age  going  to  and  from 
school  are  charged  half  rate. 

The  small  covered  cars  carry  52  persons,  the  uncovered  ones 
74,  while  the  covered  "bogie"  cars  carry  74  and  the  uncovered 
ones  71.  The  combination  cars  have  a  capacity  of  40  passen- 
gers. (For  additional  information  on  Manchester,  see  accom- 
panying tables.) 


'I 


r      I 


Manchester. 

The  population  of  Manchester  being  very  much  spread  out, 
the  municipal  street  cars  carry  a  large  proportion  of  long- 
distance passengers.  There  is  a  continuous  stream  of  traffic 
during  the  morning  and  evening  "rush  hours"  compared  with 
the  traffic  at  other  times  of  the  day.  During  these  hours,  and 
in  wet  and  inclement  weather,  four  passengers  are  allowed  to 
stand  inside  a  small  car  and  six  inside  a  large  car,  after  all  the 
seats  are  occupied. 


408 


1 


REPORT  ON  STREET  RAILWAYS. 


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[Feb. 


1918.] 


SENATE  —  No.  300. 


France. 


409 


Paris. 

The  population  of  Greater  Paris  is  approximately  4,000,000, 
and  its  area  is  185  square  miles.  The  city  of  Paris  proper, 
that  is,  the  municipal  area  within  the  fortifications,  has  an  area 
of  40  square  miles  and  a  population  of  2,800,000. 

Rapid  Transit  Lines.  —  Within  the  municipal  area  Paris  is  pro- 
vided with  an  excellent  rapid  transit  system.  The  Metropolitan 
(subway)  Railway  was  conceived  and  laid  out  by  the  city 
authorities,  and  it  is  leased  to  a  company  for  a  period  of  thirty- 
five  years. 

The  route  length  of  the  system  is  about  44  miles,  and  it  is 
constructed  on  the  shallow  subway  plan.  The  average  depth  of 
the  track  below  the  street  level  is  37  feet.  The  municipality 
found  the  capital  for  and  constructed  the  subway  itself,  and  the 
operating  company  found  the  capital  for  and  constructed  the 
track  and  equipment  of  the  lines. 

The  Metropolitan  Railway  a  Profitable  Investment.  —  The  com- 
pany pays  to  the  city  a  royalty  upon  each  passenger  carried, 
and  this  not  only  covers  the  interest  and  sinking  fund  on  the 
money  borrowed  by  the  city  for  the  construction  of  the  sub- 
ways, but  it  provides  a  substantial  profit  to  the  city.  The 
company  also  makes  substantial  profits  upon  its  own  invest- 
ment. Dividends  have  been  paid  in  recent  years  at  the  rate 
of  8  per  cent. 

Competition  with  Surface  Lines.  —  The  Metropolitan  Railway 
is  operated  quite  independently  of  the  surface  transit  lines, 
and  from  the  time  of  the  construction  of  the  first  portion  of 
the  lines  it  had  an  adverse  effect  on  the  tramway  and  omnibus 
traffic.  Since  the  opening  of  the  rapid  transit  lines  in  1900 
the  growth  of  passenger  traffic  in  Greater  Paris  has  been  as 
follows:  — 


1900. 

1912. 

Subways, 

Omnibuses  and  street  railways, 

25,000.000 
310,000,000 

390,000,000 
375,000,000 

Total  traffic, 

335,000,000 

765.000,000 

3 


I 


410 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


411 


>  i 


ii 


' 


11 


The  North  and  South  Subways  Line.  —  There  is  another  com- 
pany in  addition  to  the  Metropolitan  which  has  been  granted 
a  concession  for  a  subway  line,  viz.,  the  Compagnie  du  Chemin 
de  fer  Electrique  Souterrain  Nord-Sud.  This  line  has  been  con- 
structed so  as  to  provide  a  direct  means  of  rapid  transit  between 
the  northern  and  southern  parts  of  the  city. 

The  municipality  insisted  upon  proper  means  being  provided 
for  the  interchange  of  traffic  between  the  Nord-Sud  line  and  the 
Metropolitan,  and  this  has  been  effectually  carried  out.  The 
Nord-Sud  company  suggested  that  the  railway  should  be  con- 
structed as  a  deep  level  "tube,"  but  to  this  the  municipality 
objected.  The  company  provided  the  necessary  capital  for  the 
whole  of  the  work,  including  the  structure  of  the  tunnel  and 
all  the  equipment,  and  they  pay  a  small  royalty  per  passenger 
to  the  city  for  the  concession. 

Street  Railways  and  Omnibuses.  —  Prior  to  the  year  1910  the 
surface  lines  in  Paris  and  its  environs  were  operated  by  thirteen 
separate  companies;  but  in  that  year  the  concessions  granted 
to  several  of  the  principal  companies  expired,  and  this  afforded 
the  authorities  a  favorable  opportunity  for  entering  into  arrange- 
ments for  reorganizing  and  improving  the  transit  facilities  of 
the  city. 

As  might  be  expected  in  the  case  of  private  companies,  the 
period  of  whose  franchises  was  about  to  terminate,  there  had 
been  little  tendency  to  improve  the  tramway  equipment  and 
bring  it  into  line  with  modern  developments.  Consequently, 
up  to  quite  recent  years,  Paris  lagged  behind  in  the  provision 
of  up-to-date  surface  transit  facilities.  The  tramways  in  various 
parts  of  the  city  were  operated  by  almost  all  the  known  systems 
of  mechanical  traction,  —  electric  conduits,  electric  trolley,  elec- 
tric accumulators,  compressed  air,  several  forms  of  steam  trac- 
tion, —  and  a  number  of  lines  were  operated  by  horse  traction. 
There  were  also  a  large  number  of  horse  omnibuses  running  on 
many  routes  in  the  city. 

The  Question  of  municipalizing  the  System.  —  For  some  years 
before  the  concessions  expired  the  municipal  and  State  authori- 
ties had  carefully  reviewed  the  situation  and  considered  as  to 
the  best  steps  to  be  taken  for  dealing  with  the  future  working 
of  the  tramways.  Proposals  were  made  for  their  municipaliza- 
tion, but  this  step  did  not  meet  with  approval,  and  it  was  ulti- 
mately agreed  to  grant  concessions  to  private  companies  sub- 
ject to  controlling  regulations  in  the  interest  of  the  public. 


Concessions  for  the  Running  of  Omnibuses.  —  The  question  was 
carefully  considered  as  to  whether  the  concession  for  the  running 
of  motor  omnibuses  should  be  granted  independently  of  the 
tramway  concessions;  but  it  was  decided  that  such  a  step  would 
be  unwise,  as  it  was  undesirable  to  set  up  separate  systems  of 
surface  transit  which  would  result  in  needless  competition. 
Omnibuses  have  always  occupied  a  somewhat  prominent  posi- 
tion in  the  surface  transit  facilities  in  Paris.  Indeed,  omni- 
buses originated  in  this  city. 

Management  of  the  Surface  Transit  Facilities. —  The  city  of 
Paris  is  the  only  place  where  practically  the  whole  of  the  sur- 
face transit  facilities  —  street  railways  and  motor  omnibuses  — 
are  operated  by  one  authority  on  a  large  scale.  With  regard 
to  the  merits  of  the  two  systems  from  the  point  of  view  of  the 
management,  the  officials  of  the  company  are  strongly  in  favor 
of  the  railways,  mainly  on  the  ground  of  less  cost  in  operation. 

Lesso7is  to  be  drawn  from  Paris.  —  Owing  to  the  special  cir- 
cumstances which  have  prevailed  in  Paris,  it  is  impossible  to 
make  any  reliable  deductions  at  the  present  time. 

The  facts  are  — 

1.  That  the  surface  facilities  were  retarded  in  their  develop- 
ment up  to  the  year  1910,  due  to  the  period  of  the  concessions 
nearing  its  end,  and  obsolete  plant  and  equipment  being  retained. 

2.  That  the  rapid  transit  lines  or  subways,  starting  in  the 
year  1900  with  all  the  advantages  of  new  and  up-to-date  equip- 
ment, developed  in  a  few  years  a  remarkable  amount  of  traffic,  — 
largely  new  traffic,  —  and  the  system  proved  not  only  very 
popular  with  the  public,  but  also  profitable  to  the  company. 

Lyons. 
The  city  proper  has  about  530,000  inhabitants.  With  the 
surrounding  suburbs  included,  the  total  population  is  some- 
what over  650,000.  The  entire  city  and  suburban  tram- 
way system  is  now  operated  by  a  single  private  company, 
which  has  absorbed  several  smaller  companies  that  were 
chiefly  occupied  in  suburban  service.  The  system  comprises 
in  all  about  350  miles  of  track,  of  which  more  than  one- 
half  is  standard  and  the  remainder  meter  gauge.  About  55 
miles  of  new  lines  are  contemplated,  and  will  be  built  in  the 
near  future.  On  the  completion  of  these  lines  the  company 
will  cover  a  territory  within  a  radius  of  30  miles  of  the  city. 
In  the  central  section  most  all  of  the  lines  are  double  track. 


i 


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I 


I 


1 


412 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


and  some  have  three  and  four  rails,  in  order  to  accommodate  the 
standard  and  meter  gauge  cars.  With  the  exception  of  about 
three-quarters  of  a  mile  in  the  heart  of  the  city,  where  the 
conduit  system  is  used,  the  lines  are  equipped  for  overhead 
operation  on  a  550  volt,  direct  current  basis. 

The  rolling-stock  of  the  company  consisted  in  1914  of  1,127 
cars,  divided  as  follows:  387  motor  and  330  trail  cars  for  the 
standard  gauge  lines,  172  motor  and  238  trail  cars  for  the 
meter  gauge  lines,  and  14  incline  cable  cars. 

On  most  of  the  lines  the  cars  are  operated  in  trains  of  two, 
but  in  some  instances  three-car  trains  are  used.  On  the  urban 
sections  a  single-fare  system  is  used,  each  2-cent  fare  entitling 
the  passenger  to  one  transfer.  First-class  passengers  pay  1  cent 
additional.  Special  laborers'  tickets,  entitling  the  holder  to 
four  rides  a  day,  are  sold  for  4  cents,  and  during  1913,  8,000,000 
of  these  tickets  were  sold.  The  fares  on  the  suburban  lines 
range  from  1.28  to  1.6  cents  a  mile. 

During  1912  the  total  income  of  the  system  was  $2,690,000, 
with  a  car  mileage  of  12,750,000.  After  the  amortization  of  a 
number  of  bonds,  and  the  payment  of  interest  on  others,  the 
net  profits  for  the  year  were  sufficient  to  pay  a  dividend  of 
$5.50  on  the  shares  of  the  company.  These  shares,  which  had 
a  nominal  value  of  $50,  were  being  quoted  in  1914  at  about 
$140.  During  1913  the  company's  income  showed  an  increase 
of  $150,000  over  the  figures  for  1912.  These  results  were  due 
partly  to  the  low  price  of  power,  and  also  to  the  low  operating 
cost  on  a  great  part  of  the  system,  owing  to  the  absence  of 
steep  or  long  grades;  but  to  a  great  extent,  a  very  careful  and 
capable  management  is  also  responsible  for  the  good  showing. 

Germany. 

Municipal  Ownership, 

As  an  indication  of  the  extent  to  which  municipal  ownership 
has  been  carried  in  Germany,  it  appears  that  of  1,279  Prussian 
towns  of  all  sizes  reporting  in  1906,  54  own  their  tramways. 
The  city  of  Diisseldorf  owns  more  than  half  of  the  stock  in 
an  interurban  railway  which  connects  a  number  of  smaller  towns 
with  Diisseldorf.  An  even  larger  proportion  of  the  larger  cities 
own  their  tramways.  A  report  in  1908  of  85  cities  of  over 
50,000  inhabitants  shows  that  35  own  their  tramways.  In  the 
majority  of  instances  the  tramways  were  originally  operated  by 
private  corporations  under  grants  from  the  cities.     Substantial 


1918.] 


SENATE  —  No.  300. 


413 


revenues  were  and  are  received  for  these  concessions.  The 
privately  owned  tramways  in  28  of  the  larger  cities  paid  over 
$2,000,000  in  royalties  in  1910. 

The  rate  of  fare  in  most  cities  is  2^  cents,  sometimes  with 
an  additional  charge  for  a  transfer.  In  some  cities  the  zone 
system  is  followed,  with  a  minimum  charge  of  2j  cents  for  2^ 
miles,  and  an  additional  charge  of  1  cent  for  the  maximum  ride,, 
even  when  the  line  extends  out  into  the  country.  Cheap  season 
tickets  are  frequently  sold  to  workmen  and  school  children.  In 
some  cities  workingmen's  tickets  are  sold  12  cents  a  week  for 
two  journeys  daily,  available  during  the  early  morning  and  in 
the  evening. 

In  Germany  municipally  owned  tramways  are  generally  oper- 
ated at  a  profit,  sometimes  a  very  considerable  profit,  although 
this  is  not  the  main  motive  of  operation.  Substantial  relief  to 
the  taxpayers  is  one  of  the  gains  from  this  source.  In  1910  in 
74  German  towns,  with  50,000  inhabitants  or  over,  the  profits 
from  the  tramways,  for  the  relief  of  local  burdens,  amounted  to 
over  $3,590,000.  The  total  amounts  received  as  profits  to  be 
used  for  the  relief  of  taxation  in  a  number  of  the  larger  cities 
in  1910  from  tramway  operations  were  as  follows:  — 


Population, 


Amount. 


Berlin, 

Breslau, 

Dresden, 

» 

Frankfort-on-the-Main, 
I  : 


2,071,800 
512,100 
548,300 
414,576 


$42,750 
292,400 
271,800 
368,550 


Berlin. 

Berlin,  including  its  immediate  suburbs,  has  a  population  of 
about  3,250,000.  The  boundaries  of  the  city  proper  inclose  an 
area  of  about  25  square  miles,  and  its  26  suburbs  have  an  area 
of  95  square  miles,  making  a  total  of  120  square  miles. 

Aside  from  the  Stadtichen  Strassenbahnen,  or  municipal  street 
railway,  a  line  running  around  the  northern  and  eastern  parts 
of  the  city,  the  street  railways  of  Berlin  and  suburbs  are  oper- 
ated by  the  Grosse  Berliner  Strassenbahn  and  its  allied  com- 
panies. This  company  operates  about  3,000  motor  cars  and 
1,000  trailers  over  about  400  miles  of  track.  The  lines  of  the 
company   are   in    19   distinct   municipalities,   with   franchises   of 


>» 


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I 


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i  -m 


414 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


widely  differing  character.  Within  the  last  few  years  the  ele- 
vated and  subway  and  motor  omnibus  lines  have  come  into 
competition  with  the  street  railways;  but  in  spite  of  this  fact 
the  business  of  the  company  has  steadily  increased;  and  the 
traffic  has  grown  in  greater  ratio  than  the  population  of  the  city 
and  suburbs,  large  as  that  has  been.  It  is  interesting  to  observe 
that  80  per  cent,  of  the  company's  entire  traffic  is  handled  in 
Berlin  proper,  with  70  per  cent,  of  the  total  car  miles  operated 
and  52  per  cent,  of  the  total  trackage.  These  figures  show  that 
the  suburban  districts  have  not  yet  reached  the  most  profitable 
point  of  travel  density. 

All  cars  of  the  subsidiary  companies  are  repaired  and  main- 
tained in  the  shops  of  the  parent  company,  but  each  corporation 
owns  its  own  cars.  The  contract  between  the  companies  calls 
for  the  through  operation  of  any  car  over  any  desirable  combi- 
nation of  routes.  Each  company,  however,  is  directly  in  charge 
of  the  service  over  its  tracks,  and  therefore  must  assume  all 
legal  responsibility  and  all  injury  and  damage  suits,  etc.,  in- 
volved in  its  particular  section.  Employees  of  each  company 
are  bound  by  the  rules  and  instructions  of  the  line  over  whose 
tracks  they  are  running. 

The  traffic  development  of  Berlin  is  of  a  radical  character. 
Nearly  all  of  the  cars  traverse  a  part  of  the  Leipziger  Street, 
the  main  business  thoroughfare,  after  which  they  radiate  in  all 
directions.  It  has  been  the  policy  of  the  company  to  run 
through  cars  to  each  part  of  the  city  as  far  as  possible;  therefore, 
as  a  result,  only  about  15  per  cent,  of  the  passengers  transfer. 
The  standard  cash  fare  on  most  of  the  lines  has  been  2|  cents, 
and  on  a  few  extensions,  3f  cents.  No  free  transfers  are  issued, 
except  on  a  small  part  of  one  of  the  lines.  The  highest  fare 
charged  on  any  line  interconnected  with  the  suburban  system  is 
5  cents.  Workingmen's  tickets  and  school  tickets  are  issued  at 
low  rates  by  the  week,  and  monthly  tickets  for  an  unlimited 
number  of  rides  can  also  be  obtained  at  low  rates.  The  aver- 
age length  of  ride  throughout  the  main  system  on  a  certain 
week  day  in  1909  was  2.14  miles,  and  the  average  receipts  per 
passenger  mile  were  1.05  cents.  About  25  per  cent,  of  the  total 
mileage  is  made  by  trailers.  The  cost  of  operating  per  motor- 
car mile  at  that  time  was  10.08  cents,  and  the  cost  per  trailer- 
car  mile,  5.02  cents.  The  traffic  on  each  line  is  carefully  and 
regularly  charted  to  assist  the  transportation  department  in 
arranging  and  selecting  its  schedules.     Daily  records  of  the  tem- 


1918.] 


SENATE  —  No.  300. 


415 


perature  and  weather  conditions  are  also  charted.  For  a  num- 
ber  of  years  the  company  has  paid  over  8  per  cent,  dividend 
on  about  $25,000,000  stock.     In  1910  a  dividend  of  8  per  cent. 

was  paid. 

Besides  the  surface  lines  Berlin  has- the  elevated  and  under- 
ground electric  railway  system  which  runs  through  the  southern 
part  of  the  city,  furnishing  fast  and  comfortable  transportation 
from  the  center  of  the  city  to  a  number  of  the  southern  suburbs. 
The  Ringbahn  is  a  steam  railway  completely  encircling  the  city. 
Motor  omnibus  lines  are  very  numerous  and  traverse  all  of  the 
important  thoroughfares  not  served  by  the  railways.  They 
carry  about  one-fourth  as  many  passengers  as  the  combined 
street  railway  systems.  In  1909  the  Grosse  Berliner  Stras- 
senbahn  published  some  accident  records  which  were  of  particu- 
lar interest  owing  to  the  comparison  made  with  accidents  due 
to  omnibuses.  It  was  shown  that  the  trackless  omnibuses  run 
over  more  pedestrians  than  the  street  cars.  The  accidents  on 
surface  cars  have  decreased  since  that  time,  although  the  traffic 
has  grown  considerably  and  there  has  been  an  increase  in  schedule 

speeds. 

Hamburg. 

The  population  of  Hamburg  is  approximately  1,000,000.  The 
city  has  a  large  network  of  tramways,  and  in  common  with 
other  cities  the  traffic  congestion  along  certain  arterial  lines  be- 
came so  acute  that  in  recent  years  steps  had  to  be  taken  to  meet 

the  difficulties. 

The  Tramways  Company  suggested  the  construction  of  tram- 
way subways,  but  after  .a  full  investigation  the  city  authorities 
rejected  this  proposal,  and  determined  to  construct  lines  for 
high-speed  trains,  —  rapid  transit  lines. 

Rapid  Transit  Lines.  —  The  rapid  transit  lines  are  constructed 
partly  in  shallow  subways  and  partly  elevated.  The  lines  form 
a  circular  route  about  the  city,  but  the  flow  of  traffic  along  the 
northern  portion  of  the  route  is  comparatively  small,  and  scarcely 

justifies  its  existence. 

The  city  provided  the  necessary  capital  for  the  construction 
of  the  lines,  and  the  operating  company  provided  the  capital 
for  their  equipment.  The  company  has  to  pay  to  the  city  a 
certain  percentage  of  the  gross  receipts,  but  otherwise  is  not 
responsible  for   meeting  the   fixed   charges   on   the   construction 

costs. 

Purchase  of  Lands  by  City.  —  An  interesting  feature  connected 


1 


^1 ' )  * 


416 


REPORT  ON  STREET  RAILWAYS. 


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[Feb. 


with  the  rapid  transit  lines  is  that  in  certain  outlying  districts 
the  city  has  purchased  the  land,  which  is  likely  to  increase  in 
value  as  the  result  of  the  operation  of  the  lines,  with  the  object 
of  recouping  some  of  the  great  cost  involved  in  their  construction. 

Frankfort-on-the-Main.  • 

Frankfort-on-the-Main,  which  began  the  operation  of  its  lines 
in  1903,  is  consciously  promoting  suburban  development  through 
its  tramways.  The  new  industrial  section,  as  well  as  the  sur- 
rounding villages,  have  been  linked  with  the  city  railways  in  a 
comprehensive  way.  An  official  statement  of  the  policy  of  the 
city  in  regard  to  transit  is  as  follows:  — 

It  is  of  great  importance  that  there  is  good  tram  connection  between 
the  city  and  the  new  district.  The  city  of  Frankfort  is  in  a  fortunate 
situation  of  being  the  owner  of  the  tramway,  and  can  carry  out  a  scheme 
for  traffic  quite  independent  of  a  too  far-reaching  consideration  of  receipts. 
Frankfort  will,  therefore,  immediately  lay  down  an  electric  tram  con- 
nection so  tliat  it  will  be  already  in  use  while  the  industrial  section  is 
in  course  of  development.  Further,  the  city  will  construct  its  own 
suburban  lines,  with  its  special  permanent  way,  which  will  travel  with 
greatei  speed.  This  railway  will  run  to  the  surrounding  villages,  where 
the  working  classes  can,  in  general,  live  cheaper,  better  and  healthier 
than  in  the  city. 

Dresden, 
Dresden  is  typical  of  other  German  cities  in  the  number  of 
devices  adopted  for  the  convenience  of  passengers.  Even  a 
stranger  can  use  the  street  railways  withput  knowing  the  language 
or  street  arrangement.  Each  of  the  eighteen  lines  is  designated 
by  number  instead  of  by  name.  Cars  on  the  even-numbered 
roads  are  painted  red,  while  those  on  the  odd-numbered  roads 
are  painted  yellow.  The  number  is  conspicuously  displayed  on 
the  cars,  as  are  the  general  route  names,  by  signs  on  the  sides. 
Within  the  cars  is  a  map,  on  one  side  of  which  are  shown  the 
routes  of  ,all  the  car  lines,  together  with  their  numbers,  while 
on  the  opposite  side  are  the  various  zones  into  which  the  city 
is  divided. 

There  are  two  belt  lines  which  intersect  all  other  lines  and 
make  every  part  of  the  city  accessible  with  a  maximum  of  two 
transfers.  Cars  are  supplied  with  clocks,  furnished  as  an  ad- 
vertisement. Stops  are  indicated  by  red  signs  attached  to  the 
lamp-post.     They  are  usually  in  the  middle  of  a  block,  so  as 


1918.] 


SENATE  — No.  300. 


417 


to  interfere  as  little  as  possible  with  traffic  at  street  intersections. 
Illuminated  index  signs  are  placed  at  the  principal  railway 
stations  for  the  convenience  of  strangers.  The  rates  of  fare 
are  arranged  according  to  the  zone  system.  Two  cents  is  the 
fare  for  a  single  average  ride,  while  4  cents  is  the  maximum. 
Trailers  are  used  during  rush  hours,  in  which  smoking  is  per- 
mitted. 

Austria. 
Vienna. 

Vienna,  the  capital  and  metropolis  of  Austria,  has  a  popu- 
lation of  over  2,000,000  and  oovers  105§  square  miles.  As  in 
other  large  cities,  Vienna  has  increased  its  area  by  adding 
suburban  districts  which  have  become  populous,  either  through 
the  establishment  of  industrial  enterprises  or  by  improved  trans- 
portation facilities,  and  at  present  there  are  21  districts  within 
the  municipality.  The  older  part  of  the  city,  known  as  the 
first  district,  lies  in  a  circle  cut  off  at  one  'side  by  the  Danube 
Canal,  and  is  surrounded  on  all  sides  by  the  other  districts. 
The  streets  run  from  the  center  radially  to  the  outskirts,  and  are 
crossed  by  streets  surrounding  the  old  part  in  concentric  circles; 
the  system  of  Streets  is  fairly  regular,*  although  there  is  some 
deviation  caused  by  the  Danube  Canal  and  the  Danube  River. 

The  street  railway  system  commenced  in  1865  with  the  intro- 
duction of  horse-car  lines,  and  immediately  relieved  the  over- 
cipwded  condition  of  the  city  by  enabling  the  movement  of  a 
part  of  the  population  to  the  suburbs.  The  transportation  facili- 
ties soon  became  inadequate,  and  the  addition  of  steam  tram 
lines,  while  alleviating  the  situation,  still  were  unable  to  keep 
abreast  with  the  expansion.  The  government  has  constructed 
a  steam  line,  partly  elevated  and  partly  underground,  of  over 
24|  miles  (40  kilometers)  in  length,  mainly  for  strategical  pur- 
poses, which  has  been  of  little  use  to  local  traffic.  Many  ob- 
stacles prevented  the  complete  electrification  of  the  lines  until 
1903,  when  the  municipality  took  over  the  system  and  has  since 
borne  the  burden  of  the  street  railway  traffic  of  the  entire  city 
area.  The  carefully  prepared  network  of  lines  has  been  fully 
equal  to  the  requirements  even  up  to  the  present  population, 
but  the  ever-increasing  expansion  of  the  city  is  developing  con- 
gestion at  many  points  in  the  business  sections,  and  a  further 
construction  of  surface  and  underground  lines  in  the  near  future 
is  inevitable. 


'    ' 


I 


•I 


418 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


1918.] 


SENATE  —  No.  300. 


419 


i 


m 


m 


i 


The  trackage*  of  the  Vienna  Municipal  Street  Tramways  is 
somewhat  over  153  miles  in  length,  and  is  operated  by  electricity, 
with  the  exception  of  19^  miles  of  lines  on  which  steam  dummies 
are  employed.  Except  for  10  miles  of  conduit  system,  the  cars 
receive  the  current  from  overhead  conductors.  Almost  the  entire 
system  is  made  up  of  double-track  lines  traversing  the  middle 
of  the  street,  the  distance  between  the  track  centers  being  about 
9  feet,  2}  inches  (2.80  millimeters).  Where  the  streets  are  nar- 
row the  cars  run  out  one  street  and  return  on  another.  The 
ends  of  the  principal  lines  are  laid  out  in  a  loop;  all  recent 
extensions  are  of  the  same  arrangement.  A  double-loop  station 
is  at  the  principal  cemetery,  and  at  the  race  course  there  are 
eight  tracks  available  for  sixty  trains  of  two  cars  each. 

The  tariff  in  force  on  the  tramways  is  based  on  the  zone 
system,  which,  however,  differs  for  certain  portions  of  the  day 
and  also  for  Sundays  and  holidays.  Outside  of  the  communal 
radius  there  is  a  special  tariff,  according  to  the  distance  traveled. 
On  special  occasions  *night  cars  are  added,  which  are  not  on  the 
regular  time-table,  and  on  which  extra  fares  are  charged.  Be- 
sides the  ordinary  single  tickets,  season  tickets  are  issued  for 
one  or  six  months,  entitling  the  passenger  to  ride  over  any  por- 
tion of  the  street  railway  system. 

In  order  to  be  able  to  judge  the  requirements  of  the  traffic, 
statistics  are  prepared  showing  the  number  of  passengers  carried 
on  the  different  lines  at  all  hours  of  the  day  for  holidays  and 
special  occasions,  as  well  as  in  the  regular  service,  enabling  the 
management  to  closely  approximate  the  correct  number  of  cars 
to  be  placed  on  the  lines  at  any  time.  In  these  statistics  careful 
note  is  made  of  the  weather  conditions,  as  stormv  weather  in- 
creased  the  regular  daily  traffic  and  decreased  the  holiday 
traffic. 

South  America. 

Buenos  Aires. 

Buenos  Aires,  the  capital  of  Argentina,  is  situated  on  the 
eastern  coast  on  the  La  Plata  River.  It  has  a  population  of 
between  1,500,000  and  2,000,000.  The  city  is  laid  out  in  chess- 
board fashion,  the  streets  intersecting  at  right  angles,  and  a 
splendid  system  of  boulevards  radiating  from  the  center  of  the 
city  and  extending  through  the  surrounding  suburbs  to  the 
municipal  limits.     The  business  section  is  located  in  the  north- 


eastern part  of  the  city,  and  the  finer  residential  district  along 
the  Avenida  de  Mayo  and  its  intersecting  streets,  extending  into 
the  numerous  and  rapidly  growing  suburbs. 

The  first  section  of  the  electric  lines  was  laid  in  1897,  and  since 
that  time  the  municipality  has  found  it  necessary  to  construct 
a  vast  system  of  diagonal  avenues  and  to  widen  the  streets  on 
account   of   the  rapidly   increasing   congestion.     Of   the   various 
tramway  systems  of  Buenos  Aires,  the  Lacroze  Tramway  Com- 
pany is  the  only  native  Argentine  tramway  in  the  city,  and  the 
first  to  have  a  high-speed  interurban  service  on  the  American 
plan,  with  cars  equipped  for  a  maximum  speed  of  50  miles  per 
hour  and  its  own  private  right  of  way.     Mr.  Frederico  Lacroze, 
one  of  the  pioneers  of  tramway  traction  in  Buenos  Aires,  formed 
the  Tramway  Rural  in  1884.     The  first  line  which  he  built  was 
sold  later  to  the  Anglo-Argentine  Company,  and  was  the  be- 
ginning of  the  extensive  system  now  operated  by  that  company. 
Mr.  Lacroze  extended  his  system  into  the  system  of  tramways 
until  recently  operating  under  the  name  of  the  "Rural  Tram- 
ways," and  furthermore   extended   his  lines   into  the  country  at 
a  time  when  other  companies  failed  to  realize  the  importance 
of  possessing  adequate  suburban  communication.     Owing  to  the 
rapid  growth  of  the  undertaking  it  finally  became  necessary  to 
form  two  different  systems,   viz.,   the  city  tramway  lines,  now 
known  as  the  "  Buenos  Aires  Lacroze  Tramways,"  and  a  steam 
railway  line  extending  a  total  length  of  137  miles.     A  point  of 
interest  in  connection  with  the  original  franchise  is  that  the  same 
was  granted  to  the  concessionaire  under  the  obligation  of  the 
exclusive  use  of  horse  traction,  the  reason  given  by  the  authori- 
ties being  that  it  was  necessary  to  develop  the  national  industry 
of  the  country,  which  at  that  time  depended  almost  entirely 
upon  horse  breeding. 

The  Anglo-Argentine  Tramway  Company,  which  in  1913  owned 
370  miles  out  of  a  total  of  450  miles  of  surface  tramway,  has 
lines  laid  in  nearly  every  street.  But  the  limits  of  surface 
expansion  in  the  heart  of  the  city  have  been  reached,  and  a  be- 
ginning has  been  made  with  shallow  subway  tramways.  The 
first  of  these  subways,  2  miles  in  length,  has  already  been  placed 
in  operation  beneath  the  broad  Avenida  de  Mayo,  which  ex- 
tends from  the  terminus  of  the  Western  Railway  toward  the 
river.  Other  double-track  subways  to  a  total  route  length  of 
10  miles  are  in  course  of  construction  or  projected,  the  intention 


It  i 


i 


ii 


420 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


:1 
ft 

i,     i 


being  to  link  up  all  the  railway  terminals  in  this  way.  A  deep- 
level  tunnel  is  also  being  made  by  the  Western  Railway  between 
the  up-town  terminus  and  the  docks,  and  that  company  and 
the  Central  Argentine  Railway  are  now  electrifying  suburban 
routes  up  to  a  total  of  about  150  track  miles. 

The  sub-surface  tramway  which  has  been  opened  for  traffic 
has  a  joint  terminal  station  with  the  Buenos  Aires  Western 
Railway  at  Plaza  Once.  The  subway  is  25  feet  wide,  and  its 
height  above  the  rail  level  is  14  feet,  3  inches.  It  has  nine  stations 
between  Plaza  Mayo  and  Plaza  Once.  The  ventilation  of  the 
tunnel  is  effected  by  openings  of  about  16  feet  to  the  street,  one 
or  two  of  these  being  placed  in  each  square.  The  trolley  pole 
is  carried  at  a  minimum  height  of  13  feet,  1  inch  underground, 
and  at  19  feet,  8  inches  on  the  surface.  The  trains  on  leaving 
the  tunnel  run  on  the  surface  rails  into  the  suburbs.  These 
trains  are  made  up  of  six  to  seven  cars,  each  with  a  capacity 
of  100  passengers,  and  run  on  a  minimum  headway  of  ninety 
seconds  at  a  schedule  speed  of  14  miles  per  hour.  In  the  tunnel 
passengers  alight  directly  on  the  platforms,  which  are  level  with 
the  floor  of  the  carriages,  but  car  steps  are  provided  for  surface 
operation.  The  trains  are  composed  solely  of  motor  cars,  each 
car  carrying  two  115-horse  power  1,000-volt  motors. 

The  first  tunnel  was  extended  from  the  Once  station  for  an 
additional  2|  miles,  and  was  completed  about  the  middle  of 
1914.  Another  subway  will  connect  the  Retiro  station  of  the 
Central  Argentine  Railway  with  the  Plaza  Constitucion,  where 
the  terminus  of  the  Buenos  Aires  Great  Southern  Railway  is 
situated,  and  beyond  that  point  this  line  will  in  all  probability 
be  continued  as  an  overhead  or  elevated  tramway.  In  addition, 
the  company  has  rights  for  the  construction  of  a  subwav  be- 
neath  a  new  wide  diagonal  avenue  which  is  now  in  course  of 
construction,  and  the  plans  for  this  subway  are  in  a  fairly 
advanced  stage. 

On  account  of  the  increase  in  traffic  and  the  high  price  of 
imported  coal,  the  suburban  lines  of  Buenos  Aires  are  particu- 
larly suited  for  electric  operation.  The  first  electrified  section 
of  the  Central  Argentine  Company's  lines  was  completed  about 
the  end  of  1914.  The  direct  current  third  rail  was  installed. 
The  equipment  of  a  22-mile  section-  between  the  new  Retiro 
terminus  in  Buenos  Aires  and  Tigre,  and  the  erection  of  a  power 
house  and  plant,  were  well  under  way  in  1914.  Since  the 
amalgamation  with  the  Buenos  Aires  and  Rosario  Railwav  the 


1918.] 


SENATE  —  No.  300. 


421 


Central  company  has  had  two  routes  between  Tigre  and  Buenos 
Aires,  but  it  is  the  company^s  old  line  via  Nunex  and  Victoria, 
a  route  length  of  18  miles,  which  is  the  first  to  be  electrified. 
At  a  later  date  it  is  intended  to  equip  the  line  via  Florida 
and  the  section  of  main  line  from  Coghlan  to  Villa  Ballester. 
In  dll,  including  sidings  and  additional  lines  at  the  terminals, 
about  100  miles  of  single  track  are  comprised  in  the  complete 
scheme. 

Rio  de  Janeiro. 

Rio  de  Janeiro,  the  capital  and  metropolis  of  Brazil,  has  a 
population  of  about  1,250,000.  The  city  is  the  seaport  for  a 
large  area  of  the  richest,  most  productive  and  most  thickly 
settled  points  of  Brazil.  The  most  important  industrial  enter- 
prise in  the  city  is  the  Rio  de  Janeiro  Tramway,  Light  and 
Power  Company,  which  controls  and  operates  the  tramways, 
gas,  electric  light,  power  and  telephone  systems,  serving  the 
whole  city. 

The  majority  of  city  streets  on  which  the  tracks  are  laid  have 
asphalt  paving,  and  while  generally  level,  there  are  some  heavy 
grades,  the  steepest  being  10  per  cent.  The  rush  hour  periods 
of  the  day  are  from  5  to  9.30  in  the  morning  and  4  to  7  in  the 
evening.  The  cars  are  not  divided  into  classes,  as  in  many 
foreign  cities,  and  only  one  class  of  fare  is  charged.  The  method 
of  collection  is  the  zone  system,  and  no  transfers  are  issued. 
Traffic  is  increasing  very  rapidly  on  the  entire  system.  In  the 
year  1911,  168,000,000  passengers  were  carried,  and  the  car 
mileage  was  22,497,045. 

Australia. 
Sydney. 

Sydney,  the  capital  and  metropolis  of  New  South  Wales,  is 
situated  on  the  southeastern  coast  of  Australia.  It  ranks  fourth 
among  the  British  ports  in  value  of  trade,  and  is  second  only 
to  London  in  taxable  property.  The  population  is  about  750,- 
000,  showing  a  growth  of  about  100,000  in  the  last  ten  years. 
The  city  comprises  an  area  of  about  118,000  acres.  Electric 
lines  extend  into  the  suburbs  in  every  direction,  connecting  all 
the  districts  within  the  municipality,  and  in  most  cases  con- 
necting these  districts  with  each  other.  Steam  tram  lines  serve 
the  most  distant  surfaces  by  connecting  them  with  points  on  the 
several  trunk  lines  which  run  into  the  Central  station.     Before 


t 


422 


REPORT  ON  STREET  RAILWAYS. 


[Feb. 


long  these  short  lines  will  be  connected  with  the  lines  of  the 
city  and  suburban  system  and  be  electrified. 

The  lines  are  owned  by  the  State  government,  and  are  under 
the  control  of  the  Railway  Commissioners.  In  1910  the  total 
trackage  of  the  entire  system  was  282  miles,  184  of  which  were 
electrically  operated. 

For  the  five  years  ending  June  30,  1914,  the  number  of  pas- 
sengers carried  on  the  Sydney  surburban  railways,  inclusive  of 
the  traffic  to  Richmond,  was  as  follows:  — 


Year  ejtoinq  June  30. 


Per  Annum. 


Rate  per  Cent. 
Increase. 


1910. 
1911, 
1912. 
1913, 
1914. 


45,458,419 
51,077,540 
59,026,917 
66,752,857 
73,180.876 


12.36 
13.95 
13.66 
12.64 


To  adequately  deal  with  the  railway  traffic  problem  of  Sydney, 
a  report  was  prepared  on  the  proposed  electric  railways  for  the 
city  by  J.  J.  C.  Bradfield  in  1916.  The  recommendations  were 
briefly:  (1)  the  electrification  of  the  existing  railways;  (2)  utilizing 
the  existing  suburban  rolling  stock  to  its  fullest  extent;  (3) 
altering  existing  structures  to  conform  with  the  Australian 
Minimum  Structure  Gauge;  (4)  provision  of  a  suitable  type  of 
rolling  stock;  and  (5)  constructing  the  city  railway  and  electric 
railways  to  serve  the  eastern,  western  and  northern  suburbs. 
The  estimated  cost  for  the  carrying  out  of  this  work  is  as 
follows :  — 


Construction  of  new  railways  and  tramways,    . 
Electrification  of  existing  inner  zone  suburban  railways, 

Power  for  new  and  existing  railways, 

Rolling  stock,  new  and  existing  railways,  . 


£12,760,000 
1,500,000 
2,250,000 
1,560,000 


Total, £18,070,000 

The  above  estimate  does  not  include  land  resumption  or  the 
cost  of  electrifying  the  outer'  zone  suburban  railways,  which 
could  not  be  economically  electrified  for  some  years,  or  the  cost 
of  constructing  the  suburban  railways.     The  estimated  cost  of 


II 


MISSING 

PAGE(S) 


x< 


1918.] 


SENATE  —  No.  300. 


423 


the  city  railway  and  suburban  electric  railways  proposed  for 
immediate  construction,  including  power  and  accessories,  is 
£6,400,000.  The  proportionate  cost  of  rolling-stock  for  these 
railways   is   estimated   at   £600,000,    making   a   total   outlay   of 

£7,000,000. 

The  Chief  Commissioner's  report  for  the  year  1914  gives  the 
average    receipts    per    suburban    passenger    per    mile    as    .57  d. 
first    class    and    .37  d.    second     class,    including   workingmen's 
fares,   with   an   average   of  .4  d.   per  passenger  per  mile  for  all 
classes.     With  the  inauguration  of  a  rapid  transit  service  one 
class  of  accommodation  only  will  be  provided;  and  if  it  be  deter- 
mined  that  no   loss   of  revenue   be   permitted   on   the   existmg 
suburban  railways  during  the  first  year,  then  the  average  rate 
of    .4:d.    per    passenger    per    mile    would  have   to   be    adopted. 
With   regard   to  the  new  city  sections,  at  the  outset  the  pas- 
sengers  traversing    it    would    pay    the    equivalent    of    1  d.    in 
each  direction  on  daily  or  season  tickets.     In  other  words,  the 
present  tram  fare   of    1  d.    in  each  direction    would   be   added 
to   each   ticket.     On   the  eastern   suburbs  railway   the   same  as 
the   existing   tram   fare   of   2  d.   in  each  direction   will  probably 
be  necessary,  while  on  the  western  suburbs  railway  a  fare  oiSd., 
the   same   as   the   present   tram  fare,  will   be  required.     Later, 
a   reduced   rate   on    the   season   ticket  mileage  basis   in    vogue 
could  be  incorporated  with  the  ordinary  season  ticket.     For  the 
year  ended  June  30,    1914,  the  earnings   of  the  tramways  as  a 
whole  were  £1,934,164,  the  working  expenses,  £1,669,033,  and  the 
balance   after   paying   working   expenses,    £265,131.     The    total 
capital    investment   in    the   tramways    on    June   30,    1914,    was 
£7,628,653,  on  which  the  interest  charged  was  £263,451. 

It  is  estimated  that  the  tramways  as  a  whole  with  the  pro- 
posed extensions  will  show  a  deficit  in  1920  of  £68,000,  but 
that  from  the  year  1920  onwards  the  tramway  position  should 
steadily  improve,  as  the  traffic  must  again  grow  in  the  city 
proper  as  well  as  in  the  subway. 

Although  it  is  not  expected  that  the  growth  of  traffic  in  the 
city  proper  will  continue  at  the  present  rate  of  increase,  the 
traffic  on  the  outlying  tramways,  which  will  be  feeders  to  the 
electric  railways,  should  increase  at  a  more  rapid  rate  than  at 
present.  / 


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